Evansville Regional Airport (EVV) Evansville, IN · Evansville Regional Airport Sound Reevaluation...

Sound Reevaluation Study

Evansville Regional Airport (EVV)

Evansville, IN

Prepared as part of the 2010 EA Sound Reevaluation

Prepared for:

Evansville Vanderburgh Airport Authority District 7801 Bussing Dr.

Evansville, IN 47725

Prepared by:

300 South Meridian Street Indianapolis, IN 46225 Phone: (317) 786-0461

CHA Project Numbers: 30431

May 2016

Evansville Regional Airport


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Contents INTRODUCTION ................................................................................................................................................................ 1

1.1 STUDY AND DATA SOURCES ................................................................................................................................................ 1 FORECAST UPDATE OVERVIEW ........................................................................................................................................ 2

2.1 BASELINE FORECAST .......................................................................................................................................................... 3 2.2 RECOMMENDED OPERATIONS FORECAST .............................................................................................................................. 4 2.3 FLEET MIX FORECASTS....................................................................................................................................................... 5

SOUND EXPOSURE UPDATE ............................................................................................................................................. 6 3.1 NOISE METHODOLOGY ...................................................................................................................................................... 6 3.2 INTRODUCTION TO NOISE TERMINOLOGY .............................................................................................................................. 6

Integrated Noise Model (INM) ......................................................................................................................................... 6 Noise Exposure Maps ....................................................................................................................................................... 6 Decibel (dB) and A-Weight Sound Pressure Level (dBA) ................................................................................................... 6 Day-Night Average Sound Level (DNL) ............................................................................................................................. 7 Maximum A-Weighted Sound Level (Lmax) ..................................................................................................................... 7

3.3 AIRPORT OPERATIONAL DATA INPUTS FOR NOISE CONTOUR DEVELOPMENT ................................................................................ 7 Aircraft Operations ........................................................................................................................................................... 8 Aircraft Fleet Mix .............................................................................................................................................................. 9 Stage Length ..................................................................................................................................................................... 9 Runway Utilization ........................................................................................................................................................... 9 Flight Tracks ................................................................................................................................................................... 10

3.4 PREPARED NOISE EXPOSURE MAPS .................................................................................................................................... 13 2015 and 2020 Noise Exposure Maps ............................................................................................................................ 13 Land Use Compatibility ................................................................................................................................................... 13

SUPPLEMENTAL COMMUNITY MEASUREMENTS ........................................................................................................... 17 STUDY CONCLUSIONS..................................................................................................................................................... 18

5.1 PEAK AND AVERAGE NOISE .............................................................................................................................................. 18 5.2 AIRPORT IMPROVEMENT ALTERNATIVES .............................................................................................................................. 19

Primary Runway Designation and Operations ............................................................................................................... 19 Airfield Operational Procedures ..................................................................................................................................... 19 Runway 22 Hold Position ................................................................................................................................................ 20

TABLES

FIGURES



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Evansville Regional Airport Sound Reevaluation

Introduction

Based on discussions with FAA, it was recommended that the Airport Sponsor (Evansville Regional Airport – EVV) study existing and future sound levels and potential impacts as part of a formal Reevaluation of the Environmental Assessment (EA) for the Runway 4-22 Runway Safety Area (RSA) Improvement project. This decision was based on the expectation that an update to the activity level would be necessary, an anticipated transition in fleet mix from smaller to larger aircraft, new schedule commercial service, and the relative proximity of sound impact threshold to local communities. As such, the Evansville-Vanderburgh Airport Authority District (EVAAD) conducted this update to the Airport Noise component of the 2010 Final EA Program. For the purposes of this study, the Reevaluation was performed in accordance with guidance provided in FAA Order 5050.4B, NEPA Implementing Instructions for Airport Actions.

As documented in the EA, the airport sound contours were anticipated to shift to the northeast based on completion of the RSA project. The previous sound evaluation identified that existing sound impacts were not occurring prior to the project (based on the DNL 65 dB sound contour), and that impacts were not anticipated after construction of the preferred alternative as identified in the Environmental Assessment (EA). However, the EA documented that sound levels would increase in the area to the northeast, but would not exceed federal levels of significance.

As the RSA project was completed, noise complaints have been received from locations where higher noise levels were anticipated in association with the runway shift. This indicated neighborhoods in close proximity to the runway were experiencing increased sound levels from arriving/departing aircraft as well as airfield ground operations. As such, the EVAAD conducted this update to the sound evaluation based on the current (2015) and projected (2020) activity levels and revised location of Runway 4-22. This action is consistent with the Finding of No Significant Impact (FONSI) issued by FAA on June 18, 2010. The FONSI includes Mitigation measure No. 7 as follows:

“The Airport Authority will work with the airport neighbors and local community to establish new noise management (remedial and preventative) measures to reduce the extent of aircraft noise”

1.1 Study and Data Sources

Information factored into the Sound Reevaluation efforts include all elements associated with the development of the input data required for the FAA Integrated Noise Model (INM). This includes data from a variety of sources to calculate current and projected aircraft operations, fleet mix, and flight routes to and from the Airport, flight paths to the airfield, industry trends in fleet mix transitions, and local/regional corporate and recreational aviation activity trends. The data and assumptions used to define baseline conditions and future activity trends were derived from the following data sources:



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Integrated Noise Model (INM) – The INM is a computer model that evaluates aircraft noise

impacts in the vicinity of airports. INM is used by FAA under FAR Part 150 Noise Compatibility

Planning and FAA Order 1050 Environmental Assessments and Environmental Impact

Statements. A more detailed description of the noise model will be provided in subsequent

sections.

FAA 14 CFR Part 150 “Airport Noise Compatibility Planning” – Official FAA guidelines that

prescribes the procedures, standards, and methodology governing the development,

submission, and review of airport noise exposure maps and airport noise compatibility

programs, including the process for evaluating and approving or disapproving those programs.

This includes measuring noise at airports and surrounding areas and determining the exposure

of individuals to noise that result from airport operations.

FAA Terminal Area Forecast (TAF) - TAF activity estimates are derived by the FAA from national

estimates of aviation activity. These estimates are then assigned to individual airports based

upon multiple market and forecast factors. The FAA looks at local and national economic

conditions, as well as trends within the aviation industry, to develop each forecast.

FAA Traffic Flow Management System (TFMSC) – TFMSC is a dataset of historical aircraft

operations with a filed flight plan logged by air traffic control. The report takes into account

aircraft type, flight type, user class and number of operations by month. While this does not

present a forecast like the TAF, it provides extensive historical data to use as a baseline.

EVV Air Traffic Control Tower (ATCT) – ATCT operations data is tabulated and recorded by the

Tower operators and is available through request. This data includes all annual airport

operations in a summarized by month format. In addition to operational data, the ATCT provided

Standard Operating Procedures (SOPs) for arriving and departing aircraft including en route

flight tracks, departure flight paths, runway utilization, and airfield ground procedures.

Flight Aware – Flight Aware is a commercial database service that provides flight tracking

services for both private and commercial air traffic in over 50 countries across North America,

Europe, and Oceania. Flight Aware also compiles airport operational data from filed Flight Plans.

Evansville-Vanderburgh Airport Authority – The EVAA provides commercial aircraft flight

schedules, official passenger activity counts, and planned changes in airline flight schedules.

Forecast Update Overview

In order to accurately reflect current conditions at the Airport, an update to the detailed aircraft activity data and forecasts were necessary to evaluate the current and projected levels of aircraft operations at the EVV. The previous noise analysis was based on forecasts approved by the FAA in June 2010. Since 2010, aviation activity at the Airport has changed and a new sound evaluation is necessary to include the following:



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Five year forecast horizon covering 2015-2020

Annual average daily operations (i.e., arrivals and departures) by:

o Activity type (i.e., Passenger Carrier, General Aviation, and Military)

o Aircraft type

o Time of day, (i.e., day and night); daytime is defined as 7:00 a.m. to 10:00 p.m. while

nighttime is defined as 10:00 p.m. to 7:00 a.m.

It is important to note that this section represents a summary of the forecast update conducted for EVV. See Appendix B for a detailed discussion that outlines potential forecasts, operations breakdown, detailed fleet mix projections by individual aircraft type, and detailed assumptions and methodologies that were used to derive all projections. The updated existing conditions and forecasts for activity demand at EVV have been approved by FAA.

2.1 Baseline Forecast

To derive the annual average daily forecasts of aircraft operations by aircraft type required for the noise analysis, it is first necessary to identify the baseline level of annual operations. Operations data for 2010 through 2015 were obtained from the FAA Terminal Area Forecast (TAF). The TAF is prepared by the FAA and includes historical and forecast data for passenger enplanements, airport operations, regional overflight operations, and based aircraft. The TAF serves as the benchmark against which the FAA compares all airport activity forecasts.

As shown in Table 2-1, the FAA TAF recorded a significant decrease of 50% for total airport operations, both itinerant and local, over the 2010-2015 period. In terms of overall operational decrease, GA operations dropped nearly 60% whereas overall commercial flight operations have only decreased 18%. The projected TAF operations from 2015 through 2020 show stabilizing trend through the end of the planning period, with the average annual growth rate for total airport operations of 0.2%.

Table 2-1 2015 Current and Historical Activity (TAF)

Year

Itinerant Operations Local Operations Total Airport

Ops Air

Carrier AT & C GA MIL Total Civil GA MIL Total

2010 87 13,259 16,360 1,347 31,053 28,523 1,958 30,481 61,534

2015 135 10,810 9,698 684 21,327 8,376 936 9,312 30,639

2020 135 10,920 9,843 684 21,582 8,426 936 9,362 30,944

2015-2020 AAGR 0.0% 0.2% 0.3% 0.0% 0.2% 0.1% 0.0% 0.1% 0.2%

2015-2020 Growth 0.0% 1.0% 1.5% 0.0% 1.2% 0.6% 0.0% 0.5% 1.0%

Source: 2015 FAA Terminal Area Forecast (TAF), CHA, 2016.



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2.2 Recommended Operations Forecast

The operations forecast update prepared for this study is the result of introducing several new variables directly related to the growth of commercial service at EVV. These variables include the establishment of a multiple air service expansions into new and existing markets in both the eastern and mid-western States resulting in additional flights. New routes are anticipated by Airport Management creating passenger growth in the both the southern and western markets, with the understanding that EVV is predominately an origin and destination airport.

The forecast update utilized a combination of the FAA TAF and Flight Aware (commercial service operations) data as the baseline forecast, adjusted to incorporate recent airline activity trends including; the Southwest-AirTran merger; Delta Air Lines leasing Boeing 717s from Southwest; and the transition from smaller regional jets to larger aircraft. To ensure that factors specific to the EVV market were incorporated into this forecast, the scenario was modified based upon the following factors:

Potential Expansion Routes: Hartsfield-Jackson Atlanta International Airport (ATL), Washington Dulles International Airport (IAD), and Chicago O’Hare International Airport (ORD)

Potential New Domestic Destinations: Las Vegas McCarren International Airport (LAS), William P Hobby Airport (HOU), and Orlando International Airport (MCO), Denver International Airport (DEN)

Southwest is leasing the newly acquired Boeing 717s to Delta Airlines, received in the merger with AirTran. The delivery of the aircraft is anticipated to be completed in the second half of 2016. Delta will use the Boeing 717s to replace a portion of its 50-seat regional jets, as well as to retire their older jets including the DC-9. With Delta operating larger narrowbody aircraft in place of regional jets, and an increase in the average number of passengers per departure, a growth in commercial service at EVV can be expected. With the additional service, it is anticipated that EVV has the potential to capture additional operations (and passengers) in the surrounding market that is currently being served by other commercial service airports such as Indianapolis International Airport (IND) and Louisville International Airport-Standiford Field (SDF).

In addition, the overall industry trend of moving away from smaller regional jets to larger single-aisle narrowbody jets, it is anticipated that passenger growth will occur within only limited operational growth. Based on the FAA TAF, passenger traffic at EVV is expected to increase, which translates to more passengers per flight on larger aircraft than what currently serves EVV. With the shift to larger narrowbody aircraft, it is anticipated that the number passengers will grow at a higher rate than operations.

It was assumed that these increases would result in approximately six additional weekly flight operations during the 5-year forecast period see Table 2-2. For a detailed descriptions of assumptions and methodologies, see Appendix B.



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Table 2-2 Recommended 5-Year Aviation Activity Projections

Year Itinerant Operations Local Operations Total

Airport Ops

Air Carrier

AT & C GA MIL Total Civil GA MIL Total

2015 135 10,810 9,698 684 21,327 8,376 936 9,312 30,639

2016 226 10,832 9,727 684 21,469 8,386 936 9,322 30,791

2017 318 10,854 9,756 684 21,611 8,396 936 9,332 30,943

2018 409 10,876 9,785 684 21,753 8,406 936 9,342 31,095

2019 500 10,898 9,814 684 21,896 8,416 936 9,352 31,248

2020 591 10,920 9,843 684 22,038 8,426 936 9,362 31,400

AAGR 34.4% 0.2% 0.3% 0.0% 0.7% 0.1% 0.0% 0.1% 0.5%

Growth 338.0% 1.0% 1.5% 0.0% 3.3% 0.6% 0.0% 0.5% 2.5% Source: 2015 FAA Terminal Area Forecast (TAF), EVV ATCT, EVAAD, CHA, 2016.

2.3 Fleet Mix Forecasts

The commercial aircraft fleet mix projections are a function of the airlines that operate (or are expected to operate) at the Airport during the forecast period. Each carrier’s anticipated future fleet mix (i.e., aircraft acquisitions and retirements) and forecast enplanement levels influence a carrier’s aircraft type and level of operations. This data is then coupled with the forecast operations to determine the number of annual departures by aircraft type. For detailed fleet mix forecasts to be used in noise analysis, aircraft operations must be identified by individual aircraft type, with aircraft-specific operations data generated from multiple sources. Flight Aware and Traffic Flow Management System Counts (TFMSC) data were used to adjust the TAF to derive actual operational activity at the Airport by activity type (Itinerant and Local), as well as by specific aircraft type.



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Sound Exposure Update

The following sections outline and describe the methodology, terminology, and the development and results of the sound exposure levels associated with this study.

3.1 Noise Methodology

The methodology used for this sound exposure update included the current and projected operations, broken down to daily operations, and application the required FAA noise model.

For the purposes of this update, the noise exposure and contour maps were developed with the FAA’s Integrated Noise Model (INM), Version 7.0d. Consistent with the previous study, Version 7.0d was the most current version of the INM at the time the noise contours for the EA was prepared. Therefore, to provide a statistically reliable comparison of sound impacts between previous and future conditions, 7.0d was also used as the model for this study.

3.2 Introduction to Noise Terminology

Integrated Noise Model (INM)

The INM software database contains representative data for commercial, GA, rotor, and military aircraft powered by all engine types (turbojet, turbofan, prop, etc.). For each individual aircraft, the database details departure profiles (based on trip length), approach parameters, and sound exposure levels for all applicable thrust settings. The INM then uses data inputs provided by the user to calculate runway and flight track data, operation levels distributed by time-of-day, the airports operational fleet mix, and the individual aircraft profiles, runway use percentages, weather and atmosphere conditions, and location as necessary data inputs. The INM calculates the sound exposure for a variety of noise metrics including. For the purposes of this study and consistent with FAA guidance, the noise contours with be generated using Day-Night Average Sound Level (DNL), as well as the Maximum Sound Level (LMAX)

Noise Exposure Maps

Noise Exposure Maps (NEMs) outline and describe the noise/land use compatibility related to land areas immediately surrounding and adjacent to Airport property. The NEM output factors in the airport layout and airfield operations, aircraft related flight and ground noise exposure, and the surrounding non-Airport related land uses. Consistent with FAA guidance, NEMs address two separate time periods and conditions: current conditions (i.e., 2015) and a five year projection (i.e., 2020).

Decibel (dB) and A-Weight Sound Pressure Level (dBA)

All sounds come from a source – a musical instrument, a voice, or an airplane passing overhead. It takes energy to produce a sound. Sound energy produce by any source travels through the air in sound waves and create a change in atmospheric pressure. Our ears sense these pressure variations and translate them into sound. To also us to perceive sound, our auditory system compresses our response in a complex manner, represented by a term called sound pressure level (SPL), which we express in units called decibels (dB).



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As dB is a unit to describe SPL, when expressed as an A-weighted Sound Pressure Level (dBA) the sound is filtered to reduce the effect of low and high frequency sounds, much like the human ear filters sounds. These ‘filters’ approximate the sensitivity of our ear and help us to judge the relative loudness of various sounds made up of many different frequencies. Without this filtering, calculated and measured sound level would include events that the human ear is unable to hear (frequencies above and below human audibility). Using A-weighting, calculations and sound monitoring equipment approximate the sensitivity of the human ear to sounds of different frequencies. In simple terms, the “A” filter (“A weighting”) generally does the best job of matching human response to most environmental noise sources, including natural sounds and sound from common transportation sources.

Day-Night Average Sound Level (DNL)

DNL is used to describe existing and predicted sound exposure for areas surrounding an airport based on the average daily operations over the year and the annual operational conditions at the airport. DNL is the average sound level based on annual aircraft operations for a calendar year. To calculate the DNL at an airport, the sound exposure levels at that airport associated with aircraft operations are determined. Using the sound exposure for each individual event, DNL is calculated for each aircraft operations, averaged over a 24-hour period, and then annualized over the course of 365 days (i.e., one calendar year).

DNL is commonly expressed in dBA and includes the cumulative total of all sound events related to aircraft operations rather than a single event. In addition to the average noise level, the DNL sound metric accounts for increased sound impacts to noise during nighttime, or sleeping hours. In the calculation of the DNL, each noise event occurring during the nighttime period (10:00 p.m. to 6:59 a.m.) incur a 10-decibel penalty before the average sound level is calculated. This penalty serves as a weighted representation of sound levels during periods where ambient sound (e.g., daily activity, outdoor noise, roadway noise, conversation, etc.) levels are at their lowest.

Maximum A-Weighted Sound Level (Lmax)

Lmax is the maximum or peak sound level during a noise event. For example, the sound level increases as a car or aircraft approaches, then falls and blends into the background as the source recedes into the distance. The Lmax metric only accounts for the instantaneous peak intensity of the sound and not the duration of the event. As a vehicle or aircraft passes by the receptor of the noise, the sound level increases to a maximum and then decreases over the duration of the event. The peak noise that individual event experiences is expressed as the Lmax.

Therefore, at a specific location near an airport, the level of exposure to sound during a particular operations is likely to be higher than the annual average noise exposure depending on the specific aircraft type and operation.

3.3 Airport Operational Data Inputs for Noise Contour Development

As mentioned previously, the data required by INM to develop exposure maps are the existing and projected number of aircraft operations by time of day, aircraft type, and stage length (i.e., the departure trip length from EVV). In addition, the model also requires operational data, including runway



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utilization, location and directional elements of flight tracks (paths aircraft fly to arrive and depart the aircraft), the aircraft departure profiles, and existing noise abatement procedures when applicable.

Aircraft Operations

As previously discussed, a forecast update was prepared to gauge the activity level of the current and the future study year. To model current and future sound exposure, those forecasted operations are then broken down to calculate the average day of the year as the model input. Table 3-1 shows a summary of 2015 annual operations at EVV by aircraft category, while Table 3-2 breaks down annual operations to average daily operations. Appendix C provides the total number of operations by aircraft type, type of operation, time of day, stage length, total annual and average daily operations, and total airport average daily operations.

Table 3-1 2015 Annual Aviation Activity

Aircraft Category Arrivals Departures Total

Airport Ops Day Night Total Day Night Total

Narrowbody 190 213 403 190 213 403 806

Large Regional Jet 117 26 143 117 26 143 286

Small Regional Jet 4,023 490 4,513 4,023 490 4,513 9,026

Single Engine Piston 2,865 354 3,218 2,864 354 3,218 6,435

Multi-Engine Piston 776 72 848 776 72 848 1,697

Turbo Prop 1,909 236 2,146 1,909 236 2,146 4,291

Business Jet 2,857 331 3,188 2,857 331 3,188 6,376

Rotor 46 5 51 46 5 51 102

Military 729 81 810 729 81 810 1,620

Total 13,512 1,809 15,320 13,511 1,809 15,320 30,639 Source: 2015 FAA Terminal Area Forecast (TAF), EVV ATCT, EVAAD, CHA, 2016.

Table 3-2 2015 Daily Aviation Activity

Aircraft Category Arrivals Departures Total

Airport Ops Day Night Total Day Night Total

Narrowbody 0.5 0.6 1.1 0.5 0.6 1.1 2.2

Large Regional Jet 0.3 0.1 0.4 0.3 0.1 0.4 0.8

Small Regional Jet 11.0 1.3 12.4 11.0 1.3 12.4 24.7

Single Engine Piston 7.8 1.0 8.8 7.8 1.0 8.8 17.6

Multi-Engine Piston 2.1 0.2 2.3 2.1 0.2 2.3 4.6

Turbo Prop 5.2 0.6 5.9 5.2 0.6 5.9 11.8

Business Jet 7.8 0.9 8.7 7.8 0.9 8.7 17.5

Rotor 0.1 0.0 0.1 0.1 0.0 0.1 0.3

Military 2.0 0.2 2.2 2.0 0.2 2.2 4.4

Average Daily Ops 37.0 5.0 42.0 37.0 5.0 42.0 83.9 Source: 2015 FAA Terminal Area Forecast (TAF), EVV ATCT, EVAAD, CHA, 2016.



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Aircraft Fleet Mix

The fleet mix composition at EVV is comprised of a large variety of aircraft that currently operate and aircraft anticipated to begin operations at the Airport. The fleet mix is a necessary requirement of the INM as the noise characteristics from size and engine types of aircraft. Due to the amount of data and aircraft types in operation at EVV, a detailed breakdown of all individual aircraft types and number of operations for current and future activity is provided in Appendix C.

In certain circumstances, it is necessary to consolidate aircraft with similar engine types, performance, and noise exposure characteristics for the purposes of modeling. This is called aircraft substitution. Substitution is used in situation where a certain type of aircraft is not included in the INM database and may be modeled using a similar aircraft that is provided in the database. In other instances, aircraft types with a very small number of operations (i.e., aircraft types with fewer than 10 annual) are typically combined with similar aircraft types with the same noise exposure. The FAA provides guidance on approved aircraft substitutions. To review the consolidated list of aircraft substitutions, please reference Appendix C.

Stage Length

The trip length of aircraft departures from the airport is commonly referred to as Stage Length. This stage length represents the total non-stop distance the aircraft travels after it departs the airport. The stage length metric is used to determine the take-off weight of the aircraft (due to fuel load) that affects the departure profile and noise distribution of a particular operation. The noise model (INM) has nine different stage length categories up to over 6,500 nautical miles. However, for the purposes of this forecast only three stage lengths will be used based on the destination of departures from EVV. The following outlines the lengths.

Stage Length 1 (SL1): 0-500 Nautical Miles

Stage Length 2 (SL2): 500-1,000 Nautical Miles

Stage Length 3 (SL3): 1,000+ Nautical Miles

Runway Utilization

The determining factor of runway utilization percentages depend on two main variables, airfield infrastructure (length and widths of runways associated with size of aircraft) and weather conditions (wind direction). Additional variables that may affect runway use is based on the arrival location of the operation in the air and location of the parked aircraft position on the airfield and the destination direction. All of these factors, to varying degrees, affect runway utilization percentages at EVV.

EVV has three runways on the airfield, all of which are used for different types of operations. Runway 4/22 (8,021 ft.) is considered to be the primary runway at EVV. Being the longest runway on the airfield and nearest to the terminal, RW 4/22 is utilized for all categories of operations on the airfield, and is generally used for all commercial operations and larger corporate activity. Runway 18/36 (6,286 ft.) is the secondary runway and is typically used for corporate business and GA operations and the secondary runway for commercial aircraft that can use the shorter runway. Runway 9/27 which is the shortest runway on the airfield (3,497 ft.) is only used for small propeller aircraft, and as such is seldom used as a priority runway. Due to lack of local radar data, runway utilization was approximated based on FAA



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ATCT, Airport Management, and flight schedule data. Table 3-3 presents the existing and future approximate runway utilization.

Table 3-3 Runway Utilization (Military Included*)

Runway Runway Usage Total

Use Day Night

RW 04 28.2% 3.8% 31.9%

RW 09 0.2% 0.0% 0.2%

RW 18 16.6% 2.2% 18.8%

RW 22 30.2% 4.1% 34.3%

RW 27 1.4% 0.2% 1.6%

RW 36 11.0% 1.5% 12.4%

HeloPad 0.6% 0.1% 0.7%

Total 88.2% 11.8% Source: 2015 FAA TAF/TFMSC, EVV ATCT, EVAAD, CHA, 2015. *Military fixed-wing operations utilize RW 4-22 due to landing and takeoff specifications

Flight Tracks

Flight tracks (i.e., the flight path of aircraft arriving of departing the airport) is an essential part the INM data inputs because it designates the direction the aircraft is traveling and the associated area exposed to sound from individual operations. Identifying the flight track of each individual operation is not practical; using FAA guidance flights are consolidated into generalized tracks that are representative of all operation paths to and from the airport. This is validated by evaluating and utilizing official FAA ATCT arrival and departure procedures. However, it is important to note that during rare instances deviations from the official arrival and departure procedures occur due to unforeseen circumstances (weather, pilot control, ATC procedural change, the weight of the aircraft, amount of traffic, etc.). Figure 3-1 depicts arrival flight tracks (typically straight-in arrival technique) while Figure 3-2 depicts various flight tracks based on ATCT departure procedures.



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3.4 Prepared Noise Exposure Maps

The fundamental noise elements of NEMs are the DNL contours for existing and projected conditions (i.e., 2015 and 2020), presented over base maps depicting the airport layout, local land uses, noise-sensitive areas (e.g., residential dwellings, schools, churches, etc.). For the purposes of this study, this update includes two of NEM graphics:

Figure 3-4 presents the 2015 Noise Exposure Maps based on the current airfield layout and the operational conditions summarized in Section 2

Figure 3-5 presents the projected 2020 Noise Exposure Map based on projected operational activity (summarized in Section 2) and current airfield procedures

2015 and 2020 Noise Exposure Maps

Figure 3-4 and Figure 3-5 are considered the official NEM contours for FAA review and determination of compliance. These maps will be the basis on which any potential sound mitigation or abatement alternatives will be considered.

These two figures contain all graphical elements that FAA requires to be depicted on exposure maps. Additionally, as part of FAA requirements the NEMs depict the 65, 70, and 75 DNL noise contours. For informational purposes only, the figures also include the 60 DNL noise contour.

Land Use Compatibility

The FAA foundation for determining noise impacts surrounding the Airport is based on land use compatibility. For a detailed table on land use compatibility see Appendix F. The FAA considers all land uses compatible with airport sound levels below 65 dB DNL. As shown in the Figures 3-4 and 3-5, The 65 DNL contours for both 2015 and 2020 only extend off airport property in two limited areas:

At the southern tip of the 65 DNL contours off the approach end of Runway 36 over an area designated as commercial use with corporate office buildings. This is considered compatible land use. However, the 65 DNL contour does not cross any structures, rather it abuts the property containing an office building.

Immediately north of the approach end of Runway 22 and parallel to the runway adjacent to a residential area. The 65 DNL contour line crosses through three residential properties. However, the 65 DNL does not overlap or include any residential dwellings. Although the 65 DNL does not include any residential dwellings, the contour line includes residential properties and is within 100 feet of homes.

In summary, the NEMs illustrate that within the 65 dB DNL Noise Exposure Map contours for either 2015 or 2020:

There are no residents, but portions of a few residential lots

There is no non-compatible land use

There are no noise sensitive public buildings or other designated noise sensitive areas (e.g., schools, churches, health care facilities, or properties eligible for historical designation)



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The NEM also depicts the 60 dB DNL contours, for informational purposes only. Those contours extend further off Airport property than the 65 DNL and over multiple residential land uses. Table 3-4 presents the numbers of residents and dwelling units within the 60 to 65 dB DNL contour interval for 2015 and 2020, broken down by runway end. This information is to be used for FAA to consideration potential noise abatement.

Table 3-4 Non-compatible Land Use within the 60 to 65 dB DNL Interval

Year Metric Runway 4 Approach

Runway 22 Approach

Runway 18 Approach

Runway 36 Approach

Runway 9/27

2015

Residents 0 66 0 0 0

Dwelling 0 29 0 0 0

Place of Worship 0 0 0 0 0

Health Facility 0 0 0 0 0

2020

Residents 0 74 0 0 0

Dwelling 0 29 0 0 0

Place of Worship 0 0 0 0 0

Health Facility 0 0 0 0 0 Source: U.S. Census Bureau, FAA INM, CHA, 2016. Note: Resident population estimates based on 2014 population estimate and 2020 projected population estimate according to the U.S. Census Bureau.



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Supplemental Community Measurements

In addition to the NEM contour update the Airport also conducted supplemental community field sound measurements. The measurement program was requested by the community to provide comparative aircraft and non-aircraft noise level data, in addition to the peak noise levels associated with aircraft operations. The primary objective were identified as follows:

Illustrate impact of existing operations

Comparing aircraft and non-aircraft noise levels

Sampling peak and cumulative exposure over multiple days at key locations

Comparing modelled noise levels to actual field measurements

Since field measurements vary widely with wind and weather conditions, runway use, the models of aircraft operating at the time, and non-aircraft (i.e., background) noise levels, the FAA considers field noise measurements to be supplementary information.

The EVAAD and Consultant team identified five specific measurement site locations that included several neighborhoods on the northern side of the Airport. The sites were located in residential areas focusing on the most sensitive land use in proximity to the new location of the approach end of Runway 22. The overall objective was to select sites that provided representative data for each of the neighborhoods most effected by Runway 22 operations.

As anticipated during the measurement period, Lmax sound levels were shown to be significantly higher than the DNL 65 dB as consistent with Lmax levels shown in the in noise model. Table 4-1 shows the Lmax measurement for the 5 monitoring site locations. The full results and in depth description and analysis of the measurements are provided in Appendix E.

Table 4-1 Summary of Single-Event Sound Levels

Sound Metric

SITE 1 SITE 2 SITE 3 SITE 4 SITE 5

Aircraft Non-

Airport Aircraft

Non-Airport

Aircraft Non-

Airport Aircraft

Non-Airport

Aircraft Non-

Airport

Max (Lmax) 83 84 85 78 88 89 79 78 79 75

Mean (Lmax) 74 66 75 62 71 65 68 63 66 60

Min (Lmax) 66 59 62 51 61 54 62 57 55 52

Total Events 22 126 45 157 51 493 26 162 40 188

Source: HMMH, CHA, 2016.



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Study Conclusions

The noise study analysis confirmed that communities in proximity to the approach end of Runway 22 have substantial aircraft sound exposure associated with single-event operations, including maximum noise levels over 80 dB Lmax. The loudest locations are located on the northern side of Runway 4-22 adjacent to State Road 57. This conclusion is consistent from both the field measured and computer modelled study analysis.

However, the frequency of aircraft operations does not result in average sound levels over the FAA’s 65dB DNL threshold – the federal threshold of significant impacts. As such, FAA policy does not recommend or permit federal funding for noise abatement activities or facilities.

5.1 Peak and Average Noise

The noise level of single-event dBA levels are demonstrated in the Supplemental Community Noise Measurement report in Appendix E. In addition to the field measurements, the INM was used to develop a comparison between the measurement and INM average sound levels (DNL) and single-event maximum sound levels (Lmax) at the five measurement locations.

Table 5-1 details the comparison of the approximated DNL from the four-day field measurements and the model generated DNL, along with Lmax comparisons at the five monitoring locations around the approach end of Runway 22. As shown in the measurement report, multiple daily incidents result in peak sound levels above 80dB, with the highest record aircraft noise at 88db Lmax. However the frequency of these events is relatively low, and does not result in average sounds levels above the 65db DNL threshold.

Table 5-1 Summary DNL and Lmax Measurements vs. Model

Site #

Modeled Overall DNL

(dBA)

Measured Overall DNL

(dBA) Modeled

Lmax (dBA)*

Measured Overall Lmax

(dBA)

1 63 66 91 (113.9) 83

2 58 60 96 (109.1) 85

3 62 62 95 (113.4) 88

4 54 62 92 (102.9) 79

5 53 58 90 (104.9) 79

Source: HMMH, CHA, 2016. *Military aircraft Lmax included as a reference

As described previously, there are several homes on the northern side of Runway 4/22 that are clearly within the 60 DNL contour. Location point specific data shows these homes experiencing DNL levels between 62-64 DNL, just under the federal 65 DNL threshold, with maximum aircraft sound in the 70-90dB range throughout the day, including during early morning hours (6:00am-6:59am).

Consequently, the Airport requested FAA’s review and comment on potential noise mitigation and/or abatement procedures to reduce the Airport’s sound exposure in surrounding communities. Based on the FAA response to EVAAD request (see correspondence in Appendix A), noise mitigation measures are not eligible for AIP funding per FAA guidelines. However, due to comments about airport noise, the EVAAD is considering other improvements that may reduce noise exposure.



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May 2016

5.2 Airport Improvement Alternatives

Based on the findings of the study, and the results of the FAA inquiry, airport sound abatement and mitigation projects are not eligible for federal funding, as average noise levels are not significant per federal standards. As such, the Airport will be unable to fund projects directly associated with reducing the sound level at the Airport. Additionally, establishing formal noise mitigation measures are also not supported by federal policies. As a result, the Airport cannot advance projects or practices specifically to reduce aircraft noise. Although noise mitigation projects are not eligible, other airport improvements that may have a residual effect on noise reductions are under consideration. These improvements include the following:

Primary Runway Designation and Operations – The EVAAD is currently in the process of petitioning FAA to officially designate Runway 4 the Airport’s primary runway with the intended result to increase efficiency on the airfield. This process includes listing Runway 4 as the primary runway in relevant ATC and airport associated informational sources. Runway 4 would be the primary operational runway for commercial activity during applicable weather conditions including operations during all calm weather conditions. Designation of the primary runway would include changes to commercial operational procedures Runway 4 for departures and arriving aircraft, including during the early morning flights (6:00-7:00am).

Airfield Operational Procedures – An Airfield Surface Management Program may be evaluated to increase the efficiency of the airfield taxi procedures to decrease the time between gate push-back and departure, reducing engine run times. An airfield management program is a new concept being evaluated by FAA as part of their NextGen initiative. The basis of the program would be to increase operational efficiency of the airfield by decreasing taxi times, minimizing departure queues, and eliminating unnecessary engine run.

This procedure would also restrict aircraft engine run-ups along Taxiway A in proximity to the neighborhoods on the north side of the taxiway. The restriction would likely having a residual impact on noise reduction.



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May 2016

Runway 22 Hold Position – The Airport is reviewing the placement of a hold short line along Taxiway A on the north end of Runway 4/22 parallel to the runway. This alternative would position aircraft engines facing south during take-off queue and departure checks for jet-blast protections (i.e., away from communities on the north side of State Road 57). This has the potential to reduce noise and exhaust emissions.

The Airport may also consider the use of signage placed in strategic locations on the airfield that are visible to pilots. These signs can display procedural information and direction that may assist in reducing engine emissions and taxi times that may have a residual benefit of noise reduction.



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May 2016

Appendix A

Official EVAAD Letter to FAA and FAA Response



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February 2016

Appendix B

FAA Approved EVV Activity Forecast Update

Chicago Airports District Office 2300 E. Devon Avenue

Des Plaines, Illinois 60018

U.S. Department of Transportation Federal Aviation Administration

January 7, 2016 Mr. Douglas Joest Airport Manager Evansville-Vanderburgh County Regional Airport Authority 7801 Bussing Drive Evansville, Indiana 47725 Re: Evansville Regional Airport (EVV) forecast Dear Mr. Joest: The updated five-year airport activity forecast, transmitted by Robert LaFayette of CHA Companies on January 6, 2016, has been reviewed by the Federal Aviation Administration (FAA). The forecast shows levels that are within 5% of those in the FAA’s Terminal Area Forecast (TAF) for EVV airport. Therefore, we concur with the use of the forecast in the noise modelling review of the environmental clearance for the recent runway safety area improvements to Runway 22. Sincerely,

Michael J. Brown, AICP Airports Planner cc: Robert LaFayette, CHA Companies Azra Hussain, FAA Program Manager Bobb Beauchamp, FAA Environmental Protection Specialist

EA Noise Update Aviation Activity Forecast 2015-2020 // Evansville Regional Airport

EVV Noise Update | 1

Forecast of Activity Demand 5-Yr Update:

Forecast Overview

The Evansville-Vanderburgh Airport Authority District (EVAAD) is conducting an update to the Airport

Noise component of the 2010 Final Environmental Assessment (EA) Program in association with the

Runway 4-22 Runway Safety Area Improvement project. In support of this update, detailed aircraft activity

data and forecasts were necessary to evaluate the current and projected levels of aircraft noise from

operations at the Evansville Regional Airport (EVV). The previous noise analysis was based on forecasts

approved by the FAA in June 2010. Since 2010, aviation activity at the Airport has changed and a new

noise evaluation is necessary based on the following:

Five year forecast horizon covering 2014-2019

Annual average daily operations (i.e., Arrivals and Departures) by:

o Activity type (i.e., Passenger Carrier, General Aviation, and Military)

o Aircraft type

o Time of day, (i.e., Day and Night); daytime is defined as 7:00 a.m. to 10:00 p.m. while

nighttime is defined as 10:00 p.m. to 7:00 a.m.

Data Sources

Information factored into the noise update forecasting efforts include commercial carrier industry trends,

aircraft order and retirement programs, FAA General Aviation (GA) fleet trends, anticipated changes in

the aircraft fleet mix operating at EVV, and local and regional corporate and recreational aviation activity

trends. The data and assumptions used to define baseline conditions and future activity trends were

derived from the following data sources:

FAA Terminal Area Forecast (TAF) - TAF activity estimates are derived by the FAA from national

estimates of aviation activity. These estimates are then assigned to individual airports based upon

multiple market and forecast factors. The FAA looks at local and national economic conditions, as

well as trends within the aviation industry, to develop each forecast.

FAA Traffic Flow Management System (TFMSC) – TFMSC is a dataset of historical aircraft

operations logged by air traffic control. The report takes into account aircraft type, flight type,

user class and number of operations by month. While this does not present a forecast like the

TAF, it provides extensive historical data to use as a baseline.

EVV Air Traffic Control Tower (ATCT) – ATCT data is tabulated and recorded by the Tower

operators and is available through request. This data includes all annual airport operations in a

summarized by month format.

FlightAware – FlightAware is a commercial database service that provides flight tracking services

for both private and commercial air traffic in over 50 countries across North America, Europe, and

Oceania. FlightAware also compiles airport operational data from filed Flight Plans.



Evansville-Vanderburgh Airport Authority – The EVAA provides commercial aircraft flight

schedules, official passenger activity counts, and planned changes in airline flight schedules.

Baseline Forecast Data

To derive the annual average daily forecasts of aircraft operations by aircraft type required for the noise

analysis, it is first necessary to identify the baseline level of annual operations. Operations data for 2010

through 2015 were obtained from the FAA TAF. The TAF is prepared by the FAA and includes historical

and forecast data for passenger enplanements, airport operations, TRACON operations, and based

aircraft, and as such serves as the benchmark against which the FAA compares all airport activity forecasts.

The 2015 TAF covers the years 2015-2035 and projects activity for the following four major users of the

air traffic system:

Air Carrier: Airline operations include scheduled service on aircraft with more than 60 seats.

Air Taxi and Commuter: Airline and Charter operations that operate aircraft with 60 or fewer seats or a cargo payload capacity of less than 18,000 lbs.

General Aviation: All other operations not including air carrier, air taxi and commuter, and military. These operations typically include business, personal, recreational, and flight training.

As shown in Table 1-1, the FAA TAF recorded a significant decrease of 50% for total airport operations,

both itinerant and local, over the 2010-2015 period. In terms of overall operational decrease, GA

operations dropped nearly 60% whereas overall commercial flight operations have only decreased 18%.

The projected TAF operations from 2015 through 2020 show stabilizing trend through the end of the

planning period, with the average annual growth rate for total airport operations of 0.2%.

Table 1-1 2015 Current and Historical Activity (TAF)

Year

Itinerant Operations Local Operations Total

Airport

Ops Air Carrier AT & C GA MIL Total Civil GA MIL Total

2010 87 13,259 16,360 1,347 31,053 28,523 1,958 30,481 61,534

2011 98 13,173 13,711 1,128 28,110 17,876 1,195 19,071 47,181

2012 117 11,990 11,648 1,347 25,102 14,055 1,708 15,763 40,865

2013 58 11,707 10,907 1,280 23,952 21,639 2,013 23,652 47,604

2014 135 10,788 9,905 684 21,512 10,806 936 11,742 33,254

2015 135 10,810 9,698 684 21,327 8,376 936 9,312 30,639

Projected:

2020 135 10,920 9,843 684 21,582 8,426 936 9,362 30,944

2010-2015

AAGR 9.2% -4.0% -9.9% -12.7% -7.2% -21.7% -13.7% -21.1% -13.0%

Growth 55.2% -18.5% -40.7% -49.2% -31.3% -70.6% -52.2% -69.4% -50.2%

2015-2020

AAGR 0.0% 0.2% 0.3% 0.0% 0.2% 0.1% 0.0% 0.1% 0.2%

Growth 0.0% 1.0% 1.5% 0.0% 1.2% 0.6% 0.0% 0.5% 1.0% Source: 2015 FAA Terminal Area Forecast, CHA, 2015.



For forecasts to be used in noise analysis, aircraft operations must be identified by individual aircraft type,

with aircraft-specific operations data generated from multiple sources. FlightAware and TFMSC data were

used to adjust the TAF to derive actual operational activity at the Airport by activity type (Itinerant and

Local), as well as by specific aircraft type. The following is a summary of the data sources and assumptions

used to arrive at the 2015 baseline operation totals for each activity type:

Passenger Carrier: As previously mentioned, the FlightAware data provides reliable and accurate

schedules and operations of commercial airlines in both a historical and limited future projection

format. For the purposes of this study, the August 2014-September 2015 FlightAware data was

used to derive a conprehensive fleet mix compilation of commercial airlines operations.

Cargo Carrier: With the limited number of all cargo carrier operations at EVV and the aircraft

performing these operations (e.g., Cessna 208 Caravan, DC-9, etc.), cargo operations at EVV are

included as a Passenger Carrier operations.

General Aviation: Within the TAF, the “Air Taxi & Commuter” category includes scheduled air

carrier, regional jet, and turbo prop operations, as well as unscheduled GA charter operations. In

order to accurately gauge GA operations in terms of fleet mix utilizing the TAF, FLightAware, and

TFMSC data, it becomes necessary to separate true GA air taxi operations from the AT&C

category. This is accomplished by calculating the scheduled commercial carrier regional jet and

turbo prop operations based on FlightAware and other FAA data.

5-Year Activity Demand Forecasts

This section presents the development and results of the activity forecast and fleet mix, including

discussions of overall trends, airline and market factors, and trends in the use of specific aircraft types.

Forecast Factors EVV current activity levels and TAF growth factors for GA operations are adjusted upward to account for

anticipated economic and overall activity demand growth for the Airport’s market area during the forecast

period. The adjustments were made based on EVAA and commercial airline service provider data showing

above average demand and the possibly of route expansion and additional service destinations. Although

there are no passenger forecasts, it is anticipated the local passenger activity level will remain stable with

minor growth over the 5-yr forecast period.

The data in Table 5-3 through 5-6 present the potential range of operations forecasts for the years 2015-

2020. Commercial operations growth at EVV is directly associated with the total overall growth at EVV

and commercial aircraft fleet mix fluctuations. The forecast incorporated specific factors directly

associated with EVV, including:

Gains in operational activity as a result of the airline route expansion and/or new destinations

A shift from regional jets to larger narrowbody jets



Potential Operations Forecasts For this update, alternate forecast scenarios were generated to consider a range of potential airport

activity levels, both high growth and low growth, at the Airport throughout the planning period. From

these scenarios, the most realistically and justifiable levels of activity were identified as the

“recommended forecast” scenario. The following tables present the alternate forecast scenarios with

descriptions of the methodologies and assumptions used to generate each scenario.

Static TAF Based Forecast – Low-Growth

The Static TAF Based Forecast is the outcome of applying the FAA’s TAF for 2015-2020 to actual airport

reported data. In other words, the TAF growth is applied to an actual 2015 operational count and

projected throughout the forecast period. The TAF Based Econometric forecasts adjusts the TAF

projections to account for the actual filed flight operations reported on FlightAware.

Air Service Econometric – Moderate Growth

The Air Service Econometric is the result of multiple air service additions at EVV through the introduction

of new markets in the eastern and southern States as well as service expansion to the existing route

structure.

Adjusted Air Service Econometric – High Growth

The Adjusted Air Service Econometric - High Growth scenario assumes increased air service activity

outlined in the Air Service Econometric as well as expansion into western States and international

markets, more specifically air service additions to the Caribbean and Mexican destinations.

Table 1-2 Potential Operations Forecasts

Year

Static TAF-Based

Forecast –

Low Growth

Air Service

Econometric -

Recommended

Adjusted Air Service

Econometric –

High Growth

2015 30,639 30,639 30,639

2016 30,700 30,791 30,882

2017 30,761 30,943 31,126

2018 30,822 31,095 31,369

2019 30,883 31,248 31,613

2020 30,944 31,400 31,765

AAGR 0.2% 0.5% 0.7%

Growth 1.0% 2.5% 3.7%

938,829 938,829 Source: 2015 FAA TAF/TFMSC, EVV ATCT, EVAA, CHA, 2015.



Recommended Operations Forecast The Air Service Econometric Scenario was chosen as the preferred commercial operations scenario, and

is the outcome of a multiple air service expansions into new and existing markets in both the eastern and

mid-western States resulting in additional flights. New routes are anticipated by Airport Management in

regard to creating passenger growth in the both the southern and western markets with the

understanding that EVV is predominately an origin and destination airport.

This scenario utilizes the TAF growth scenario as the baseline forecast adjusted to incorporate recent

airline activity trends including the Southwest-AirTran merger, with Delta Air Lines leasing Boeing 717s,

and the transition from smaller regional jets to larger aircraft. To ensure that factors specific to the EVV

market were incorporated into this forecast scenario, the Air Service Scenario was modified based upon

the following factors:

Potential Expansion Routes:

Hartsfield-Jackson Atlanta International Airport (ATL), Washington Dulles International Airport (IAD), and Chicago O’Hare International Airport (ORD)

Potential New Domestic Destinations:

Las Vegas McCarren International Airport (LAS), William P Hobby Airport (HOU), and Orlando International

Airport (MCO), Denver International Airport (DEN)

Southwest is leasing the newly acquired Boeing 717s, received in the merger with AirTran, to Delta. The

delivery of the aircraft is anticipated to be completed in the second half of 2016. Delta will use the Boeing

717s to replace a portion of its 50-seat regional jets, as well as to retire their older jets including the DC-

9. With Delta operating larger narrowbody aircraft in place of regional jets, and an increase in the average

number of passengers per departure, a growth in commercial service at EVV can be expected.

With the additional service, it is anticipated that EVV has the potential to recapture additional passenger

(and operational) traffic in the surrounding market area that is currently being served by other commercial

service airports such as Indianapolis International Airport (IND) and Louisville International Airport-

Standiford Field (SDF), both currently being served by Southwest and Delta.

In addition to Delta assumed to be phasing out a large portion of its 50-seat aircraft entirely and operating

larger regional jets and narrowbody aircraft by 2016, and the overall industry trend of moving away from

smaller regional jets to larger single-aisle narrowbody jets, it is anticipated that the number of operations

needed to accommodate passengers will be lower to remain efficient at a higher load factor. Based on

the FAA TAF, passenger traffic at EVV is expected to increase. This translates to more passengers per flight

on larger aircraft than what currently serves EVV. With the shift to larger narrowbody aircraft, it is

anticipated that the number passengers will grow at a higher rate than operations.

The following assumptions and methodologies applied to projected operational growth at the Airport over

the 5-year planning period.

FlightAware Operational data provided: o Accurate commercial service and filed flight plan operations o Fleet mix composition



o Arrival and departure operations split o Percentage split for day/night operations o Stage length composition o Itinerant operational fleet mix

The approved FAA Terminal Area Forecast provided the following: o Total GA operations counts o Total military operations counts o Five-year growth rates

Additional commercial service operational growth based on expectations of EVV Airport Management

The FAA Traffic Flow Management System Counts (TFMSC) was used to identify remaining GA operational fleet mix

These percentages were then applied to the forecast GA operations for: single-engine, multi-engine, turboprop, business jet, and rotor

The remaining GA operations were split between the above categories based on the TFMSC fleet mix

This expanded service would result in gains of passenger traffic, airline operations, and the average

number of passengers per departures at the Airport. It was assumed that these increases would result in

approximately six additional weekly flight operations during the 5-year forecast period see Table 1-3.

Table 1-3 Recommended 5-Year Aviation Activity Projections

Year

Itinerant Operations Local Operations Total

Airport

Ops Air

Carrier AT & C GA MIL Total Civil GA MIL Total

2015 135 10,810 9,698 684 21,327 8,376 936 9,312 30,639

2016 226 10,832 9,727 684 21,469 8,386 936 9,322 30,791

2017 318 10,854 9,756 684 21,611 8,396 936 9,332 30,943

2018 409 10,876 9,785 684 21,753 8,406 936 9,342 31,095

2019 500 10,898 9,814 684 21,896 8,416 936 9,352 31,248

2020 591 10,920 9,843 684 22,038 8,426 936 9,362 31,400

AAGR 34.4% 0.2% 0.3% 0.0% 0.7% 0.1% 0.0% 0.1% 0.5%

Growth 338.0% 1.0% 1.5% 0.0% 3.3% 0.6% 0.0% 0.5% 2.5% Source: 2015 FAA TAF/TFMSC, EVV ATCT, EVAA, CHA, 2015.

Fleet Mix Forecasts

The commercial aircraft fleet mix projections are a function of the airlines that operate (or are expected

to operate) at the Airport during the forecast period. Each carrier’s anticipated future fleet mix (i.e.,

aircraft acquisitions and retirements) and forecast enplanement levels influence a carrier’s aircraft type

and level of operations. This data is then coupled with the forecast operations to determine the number

of annual departures by aircraft type.



The first step in projecting EVV’s future commercial carrier fleet mix was identifying the overall market

trends that will drive future airline fleets, as well as aircraft fleet mix decisions specific to each airline

operating at the Airport. Note that overall passenger enplanements have increased and are forecast to

maintain a positive growth throughout the planning period. With the increase in the number of short to

medium haul, low-cost air carriers, and the replacement of older larger aircraft, such as early versions of

the Boeing B737 and Airbus A320, the demand for single-aisle aircraft has grown within the past decade,

trending the industry toward aircraft with fewer seats.1 In general, this transition has translated to higher

passenger load factor per flight.

According to the 2015 Boeing Current Market Outlook, domestic air carriers have begun trending away

from regional jet (RJ) aircraft and retiring smaller 50-seat aircraft at an accelerated rate. These 50-seat

aircraft are being replaced with larger 70- and 90-plus seat RJs as well as narrowbody aircraft; however,

replacements will not keep pace with retirements. Boeing predicts that the 2030 fleet of RJs will consist

of 760 aircraft, down from 1,780 in 2010. Single-aisle mainline aircraft will continue to comprise the

majority of the domestic fleet and will increase market share from 56 percent of the fleet in 2009 to 73

percent in 2030.

As with the predicted national fleet shift toward newer, larger, and more efficient aircraft, EVV specific

fleet mix characteristics and trends were identified and applied directly to the preferred passenger carrier

forecasts through 2020. The following assumptions are based upon airline-specific fleet plans and aircraft

orders, as well as overall industry trends:

Delta Air Lines McDonnell-Douglas DC9 aircraft, acquired in the Northwest merger, will be gradually

phased out of service and replaced with Canadair CRJ700 and CRJ900 aircraft, as well as the newly

acquired B717s.2

Regional jet aircraft with a passenger capacity of 50 seats or under (Canadair CRJ100/200 and

Embraer ERJ 135/140/145) will be gradually phased out of service and replaced with larger 70-seat

plus regional jet aircraft (Canadair CRJ700/900 and Embraer ERJ170/175/190).3 For the purposes of

this forecast, American/United ERJ 110 and 120 will be transitioned to the ERJ 175, and the ERJ

135/145 will be transitioned at a rate of 10 percent of the fleet per year through the forecast period.

Delta is leasing the 88 newly acquired Boeing 717s from Southwest Airlines. This process began in

mid-2013 at a rate of three aircraft per month. It is expected that the move will be completed

during the final quarter of 2016⁵.

It is anticipated that Delta Air Lines will gradually phase out 50-seat regional jet aircraft (CRJ

100/200) and replace operations with larger regional jets (CRJ 700/900) as well as the newly leased

Boeing 717s.

1 Boeing, Long-Term Market Outlook 2015-2035. 2 Delta Museum.Org, Douglas DC-9 Factsheet; World Airline News, Delta Retires the last DC9-30 from Scheduled Service, September 9, 2010; Airbus.com, Summary of Orders and Deliveries. 3 Boeing, 2015 Boeing Market Outlook.



A ‘cascading’ effect will occur with 70-seat regional jets. As 50-seat regional jet operations transition

to 70-seat aircraft, likewise a percentage of 70-seat regional jet operations will transition to larger

80-99-seat regional jets, and smaller narrowbody aircraft.

FAA Terminal Area Forecast Comparison

Table 1-4 details the recommended total operations (all activity types) forecast in comparison to the TAF

forecast. At the end of the planning period, the recommended forecast predicts total Airport operations

1.5 percent above what is reported in the EVV TAF. It is important to note that the projected Operations

are within 10 percent of the TAF in the first five years as per the requirements set forth by the FAA in

AC150/5070-6B Airport Master Plans for approval of Master Plan forecasts. The difference in airport

operations between the recommended forecast and the 2015 TAF can be attributed to the additional Air

Carrier operations incorporated in this forecast. The rate at which the Air Carrier operations are increasing

at the Airport has only been experienced for a limited period of time. Therefore, the TAF was unable to

reflect accurate demand trends related to growth in commercial operations.

Year

Operations

EVV TAF Recommended

Forecast

Recommended

Forecast Vs. TAF

2015 30,639 30,639 0.0%

2016 30,700 30,791 0.3%

2017 30,761 30,943 0.6%

2018 30,822 31,095 0.9%

2019 30,883 31,248 1.2%

2020 30,944 31,400 1.5%

AAGR 0.2% 0.5%

Growth 1.0% 2.5%

Forecast Presentation

Operations are shown by arrivals and departures, time-of-day, and stage length. Time-of-day indicates

whether the operation take place in the day or night, while stage length is used to assess typical aircraft

takeoff weights and resulting takeoff performance.

Time-of-day:

Day Operations: 7:00am to 10:00pm

Night Operations: 10:00pm to 7:00am

Stage Length:

Stage Length 1 (SL1): 0-500 Nautical Miles

Stage Length 2 (SL2): 500-1,000 Nautical Miles

Stage Length 3 (SL3): 1,000+ Nautical Miles



Operations forecasts for all activity types (e.g., passenger, cargo, GA, and military) are provided in the

following tables. Table 1-5 presents the 2015 base year operations data in a summarized format. Table 1-

6 presents the projected operations for the calendar year 2020 in a similar format.



Aircraft Operation Type

Arrivals Departures

Day Night Total Departures

Total Operations Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

Passenger Carrier Operations

Narrowbody Jet 190 213 403 181 2 6 190 209 1 3 213 403 806

Regional Jet Over 50 Seats 117 26 143 117 0 0 117 26 0 0 26 143 286

Regional Jet Under 50 Seats 4,023 490 4,513 3,671 349 2 4,023 449 40 1 490 4,513 9,026

Passenger Carrier Operations 4,330 729 5,059 3,969 352 8 4,330 684 41 4 729 5,059 10,118

General Aviation Itinerant Operations

Single Engine Piston 1,642 290 1,932 1,642 0 0 1,642 290 0 0 290 1,932 3,864

Multi-Engine Piston 255 45 300 255 0 0 255 45 0 0 45 300 599

Turbo Prop 1,098 194 1,292 1,098 0 0 1,098 194 0 0 194 1,292 2,584

Business Jet 1,459 257 1,716 1,459 0 0 1,459 257 0 0 257 1,716 3,432

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 46

GA Itinerant Operations 4,473 789 5,263 4,473 0 0 4,473 789 0 0 789 5,263 10,525

General Aviation Local Operations


Multi-Engine Piston 521 27 549 521 0 0 521 27 0 0 27 549 1,097

Turbo Prop 811 43 854 811 0 0 811 43 0 0 43 854 1,707

Business Jet 1,399 74 1,472 1,399 0 0 1,399 74 0 0 74 1,472 2,944

Rotor 26 1 28 26 0 0 26 1 0 0 1 28 56

GA Local Operations 3,979 209 4,188 3,979 0 0 3,979 209 0 0 209 4,188 8,376

Military Operations

Military Prop 140 16 156 140 0 0 140 16 0 0 16 156 311

Military Jet 439 49 487 439 0 0 439 49 0 0 49 487 975

Military Rotor 150 17 167 150 0 0 150 17 0 0 17 167 334

Military Operations 729 81 810 729 0 0 729 81 0 0 81 810 1,620

2015 Total Operations 13,511 1,809 15,320 13,150 352 8 13,511 1,764 41 4 1,809 15,320 30,639



Aircraft Operation Type

Arrivals Departures



Passenger Carrier Operations

Narrowbody Jet 276 312 587 265 2 8 276 305 1 5 312 587 1,174

Regional Jet Over 50 Seats 4,023 490 4,513 3,671 349 2 4,023 449 40 1 490 4,513 9,026

Regional Jet Under 50 Seats 155 32 187 155 0 0 155 32 0 0 32 187 374


General Aviation Itinerant Operations



Turbo Prop 1,120 198 1,318 1,120 0 0 1,120 198 0 0 198 1,318 2,636

Business Jet 1,497 264 1,761 1,497 0 0 1,497 264 0 0 264 1,761 3,522

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 47

GA Itinerant Operations 4,582 809 5,390 4,582 0 0 4,582 809 0 0 809 5,390 10,780

General Aviation Local Operations



Turbo Prop 816 43 859 816 0 0 816 43 0 0 43 859 1,718

Business Jet 1,407 74 1,481 1,407 0 0 1,407 74 0 0 74 1,481 2,962

Rotor 27 1 28 27 0 0 27 1 0 0 1 28 56

GA Local Operations 4,002 211 4,213 4,002 0 0 4,002 211 0 0 211 4,213 8,426

Military Operations

Military Prop 140 16 156 140 0 0 140 16 0 0 16 156 311

Military Jet 439 49 487 439 0 0 439 49 0 0 49 487 975

Military Rotor 150 17 167 150 0 0 150 17 0 0 17 167 334





COMMERCIAL SERVICE OPERATIONS

Table 1-7 2015 Commercial Service Operations

Aircraft Code

Arrivals Departures

Total Departures

Total Operations

Day Night

Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3 1 4 2 2 0 3 1 1 0 1 4 8

B712 Boeing 717-200 171 202 373 171 0 0 171 202 0 0 202 373 746

B722 Boeing 727-200 1 0 1 1 0 0 1 0 0 0 0 1 2

B733 Boeing 737-700 3 1 4 0 0 3 3 0 0 1 1 4 8

CRJ CRJ-200 2,240 282 2,522 2,240 0 0 2,240 282 0 0 282 2,522 5,044

CRJ7 CRJ-700 67 11 78 67 0 0 67 11 0 0 11 78 156

CRJ9 CRJ-900 50 16 65 50 0 0 50 16 0 0 16 65 130

DC91 DC-9 10 7 17 6 1 3 10 4 0 2 7 17 34

E110 Embraer 110 6 2 7 5 0 0 6 1 0 0 2 7 14

E120 Embraer 120 7 3 10 4 1 2 7 2 1 1 3 10 20

E135 Embraer 135 670 94 764 558 112 0 670 78 16 0 94 764 1,528

E145 Embraer 145 1,101 109 1,210 865 236 0 1,101 86 23 0 109 1,210 2,420

MD80 McDonnell-Douglas MD80 2 2 4 2 0 0 2 2 0 0 2 4 8

2015 Total Operations 4,330 729 5,059 3,969 352 8 4,330 684 41 4 729 5,059 10,118 Source: Evansville Vanderburgh Airport Authority District (EVAAD), FAA 2015 TAF, FAA TFMSC, FlightAware, CHA, 2015.



Table 1-8 2020 Commercial Service Operations

Aircraft Code

Arrivals Departures

Total Departures

Total Operations

Day Night

Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3 1 4 2 2 0 3 1 1 0 1 4 8 B712 Boeing 717-200 242 286 528 242 0 0 242 286 0 0 286 528 1,055

B722 Boeing 727-200 1 0 1 1 0 0 1 0 0 0 0 1 2

B733 Boeing 737-700 3 1 4 0 0 3 3 0 0 1 1 4 8

CRJ CRJ-200 2,240 282 2,522 2,240 0 0 2,240 282 0 0 282 2,522 5,044

CRJ7 CRJ-700 106 17 122 106 0 0 106 17 0 0 17 122 244

CRJ9 CRJ-900 50 16 65 50 0 0 50 16 0 0 16 65 130

DC91 DC-9 10 7 17 6 1 3 10 4 0 2 7 17 34

E135 Embraer 135 335 47 382 279 56 0 335 39 8 0 47 382 764

E145 Embraer 145 550 55 605 433 118 0 550 43 12 0 55 605 1,210

E175 Embraer 175 898 106 1004 720 176 2 898 85 20 1 106 1004 2008

MD80 McDonnell-Douglas 17 17 33 15 0 2 17 15 0 2 17 33 67

2020 Total Operations

Airbus A-320

4,453 834 5,287 4,091 352 10 4,453 787 41 6 834 5,287 10,574 Source: Evansville Vanderburgh Airport Authority District (EVAAD), FAA 2015 TAF, FAA TFMSC, FlightAware, CHA, 2015.



GENERAL AVIATION OPERATIONS

Table 1-9 – 2015 General Aviation Itinerant Operations

Aircraft Type

Arrivals Departures





Turbo Prop 1,098 194 1,292 1,098 0 0 1,098 194 0 0 194 1,292 2,584

Business Jet 1,459 257 1,716 1,459 0 0 1,459 257 0 0 257 1,716 3,432

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 46


Table 1-10 – 2015 General Aviation Local Operations

Aircraft Type

Arrivals Departures





Turbo Prop 811 43 854 811 0 0 811 43 0 0 43 854 1,707

Business Jet 1,399 74 1,472 1,399 0 0 1,399 74 0 0 74 1,472 2,944

Rotor 26 1 28 26 0 0 26 1 0 0 1 28 56




Table 1-11 – 2020 General Aviation Itinerant Operations

Aircraft Type

Arrivals Departures





Turbo Prop 1,120 198 1,318 1,120 0 0 1,120 198 0 0 198 1,318 2,636

Business Jet 1,497 264 1,761 1,497 0 0 1,497 264 0 0 264 1,761 3,522

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 47


Table 1-12 – 2020 General Aviation Local Operations

Aircraft Type

Arrivals Departures





Turbo Prop 816 43 859 816 0 0 816 43 0 0 43 859 1,718

Business Jet 1,407 74 1,481 1,407 0 0 1,407 74 0 0 74 1,481 2,962

Rotor 27 1 28 27 0 0 27 1 0 0 1 28 56




| Page 23

February 2016

Appendix C

Detailed INM Fleet Mix & Substitutions



| Page 21

February 2016

2015 Detailed Fleet Mix

2015

Arrivals Departures

Aircraft Code

Day Night Departure Total

Operations Total Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3 1 4 2 2 0 3 1 1 0 1 4 8

B712 Boeing 717-200 171 202 373 171 0 0 171 202 0 0 202 373 746

B722 Boeing 727-200 1 0 1 1 0 0 1 0 0 0 0 1 2

B733 Boeing 737-700 3 1 4 0 0 3 3 0 0 1 1 4 8

CRJ CRJ-200 2,240 282 2,522 2,240 0 0 2,240 282 0 0 282 2,522 5,044

CRJ7 CRJ-700 67 11 78 67 0 0 67 11 0 0 11 78 156

CRJ9 CRJ-900 50 16 65 50 0 0 50 16 0 0 16 65 130

DC91 DC-9 10 7 17 6 1 3 10 4 0 2 7 17 34

E110 Embraer 110 6 2 7 5 0 0 6 1 0 0 2 7 14

E120 Embraer 120 2 2 10 2 0 0 2 2 0 0 2 10 20

E135 Embraer 135 4,330 729 764 3,969 352 8 4,330 684 41 4 729 764 1,528

E145 Embraer 145 0 0 1,210 0 0 0 0 0 0 0 0 1,210 2,420


Passenger Carrier Operations 6,884 1,254 5,059 6,514 354 15 6,884 1,204 42 8 1,254 5,059 10,118

Narrowbody Jet 190 213 403 181 2 6 190 209 1 3 213 403 806

Regional Jet Over 50 Seats 6,577 1,015 4,513 6,216 352 9 6,577 970 41 5 1,015 4,513 9,026


6,884 1,254 5,059 6,514 354 15 6,884 1,204 42 8 1,254 5,059 10,118

Itinerant Operations


Multi-Engine Piston 2,177 384 2,561 2,177 0 0 2,177 639 0 0 384 2,561 599

Turbo Prop 5,166 912 6,078 5,166 0 0 5,166 1,421 0 0 912 6,078 2,584

Business Jet 6,625 1,169 7,794 6,625 0 0 6,625 1,679 0 0 1,169 7,794 3,432

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 46

General Aviation Operations 15,610 2,755 18,364 15,610 0 0 15,610 4,029 0 0 2,755 18,364 10,525

Local Operations


Multi-Engine Piston 2,030 107 2,136 2,030 0 0 2,030 107 0 0 107 2,136 1,097

Turbo Prop 4,583 241 4,825 4,583 0 0 4,583 241 0 0 241 4,825 1,707

Business Jet 5,982 315 6,297 5,982 0 0 5,982 315 0 0 315 6,297 2,944

Rotor 26 1 28 26 0 0 26 1 0 0 1 28 56

General Aviation Operations 13,816 727 14,543 13,816 0 0 13,816 727 0 0 727 14,543 8,376

Military Prop 140 16 156 140 0 0 140 16 0 0 16 156 311 Military Jet 439 49 487 439 0 0 439 49 0 0 49 487 975 Military Rotor 150 17 167 150 0 0 150 17 0 0 17 167 334


Total Operations 21,429 2,062 20,412 21,059 354 15 21,429 2,012 42 8 2,062 20,412 30,639

2014 Air Carrier Operations

Arrivals Departures

Day Night

Total Departures

Total Operations

Aircraft Code Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3.0 1.0 4.0 1.5 1.5 0.0 3.0 0.5 0.5 0.0 1.0 4.0 8.0

B712 Boeing 717-200 170.7 202.3 373.0 170.7 0.0 0.0 170.7 202.3 0.0 0.0 202.3 373.0 746.0

B722 Boeing 727-200 1.0 0.0 1.0 1.0 0.0 0.0 1.0 0.0 0.0 0.0 0.0 1.0 2.0

B733 Boeing 737-700 3.0 1.0 4.0 0.0 0.0 2.6 3.0 0.0 0.0 0.9 1.0 4.0 8.0

CRJ2 CRJ-200 2,239.7 282.3 2,522.0 2,239.7 0.0 0.0 2,239.7 282.3 0.0 0.0 282.3 2,522.0 5,044.0

CRJ7 CRJ-700 67.4 10.6 78.0 67.4 0.0 0.0 67.4 10.6 0.0 0.0 10.6 78.0 156.0

CRJ9 CRJ-900 49.5 15.5 65.0 49.5 0.0 0.0 49.5 15.5 0.0 0.0 15.5 65.0 130.0

DC91 McDonnell Douglas DC-9 10.3 6.7 17.0 6.2 0.6 3.4 10.3 4.1 0.4 2.2 6.7 17.0 34.0

E110 Embraer 110 5.5 1.5 7.0 5.1 0.4 0.0 5.5 1.4 0.1 0.0 1.5 7.0 14.0

E120 Embraer 120 7.0 3.0 10.0 3.5 1.4 2.1 7.0 1.5 0.6 0.9 3.0 10.0 20.0

E135 Embraer 135 669.9 94.1 764.0 557.9 111.9 0.0 669.9 78.4 15.7 0.0 94.1 764.0 1,528.0

E145 Embraer 145 1,100.8 109.2 1,210.0 865.1 235.7 0.0 1,100.8 85.8 23.4 0.0 109.2 1,210.0 2,420.0

MD88 McDonnell-Douglas MD88 2.0 2.0 4.0 1.8 0.0 0.3 2.0 1.8 0.0 0.3 2.0 4.0 8.0

4,330 729 5,059 3,969 352 8 4,330 684 41 4 729 5,059 10,118

2015

Aircraft Type

Arrivals Departures

Day Ops

Night Ops

Total Arrivals

Day Ops Night Ops

Total Departures

Total Operations SL1 SL2 SL3 Total SL1 SL2 SL3

Total

Single Engine Piston Operations

AA5 American AA5 Traveler 15 3 17 15 0 0 15 3 0 0 3 17 35

AR11 PushPak 1 0 1 1 0 0 1 0 0 0 0 1 2

AT8T Air Tractor AT802 1 0 1 1 0 0 1 0 0 0 0 1 2

B35 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

BE17 Beech YC43 Traveler 2 0 3 2 0 0 2 0 0 0 0 3 5

BE23 Beech 23 Sundowner 1 0 1 1 0 0 1 0 0 0 0 1 3

BE33 Beech Bonanza 33 21 4 25 21 0 0 21 4 0 0 4 25 50

BE35 Beech Bonanza 35 296 52 348 296 0 0 296 52 0 0 52 348 696

BE36 Beech Bonanza 36 25 4 29 25 0 0 25 4 0 0 4 29 59

BE77 Beech 77 Skipper 0 0 1 0 0 0 0 0 0 0 0 1 1

BF35 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

BL17 Bellanca Viking 0 0 0 0 0 0 0 0 0 0 0 0 1

C150 Cessna 150 181 32 213 181 0 0 181 32 0 0 32 213 426

C152 Cessna 152 0 0 0 0 0 0 0 0 0 0 0 0 1

C172 Cessna Skyhawk 172/Cutlass 56 10 66 56 0 0 56 10 0 0 10 66 131

C177 Cessna 177 Cardinal 1 0 1 1 0 0 1 0 0 0 0 1 3

C180 Cessna 180 0 0 1 0 0 0 0 0 0 0 0 1 1

C182 Cessna Skylane 182 37 7 44 37 0 0 37 7 0 0 7 44 88

C206 Cessna 206 Stationair 37 6 43 37 0 0 37 6 0 0 6 43 86

C210 Cessna 210 Centurion 26 5 31 26 0 0 26 5 0 0 5 31 62

C240 Cessna TTx Model T240 0 0 1 0 0 0 0 0 0 0 0 1 1

C303 Cessna T303 Crusader 190 34 224 190 0 0 190 34 0 0 34 224 448

C72 Cessna C175 0 0 0 0 0 0 0 0 0 0 0 0 1

C72R Cessna Cutlass RG 1 0 1 1 0 0 1 0 0 0 0 1 2

C77R Cessna Cardinal RG 1 0 1 1 0 0 1 0 0 0 0 1 2

C82R Cessna Skylane RG 2 0 2 2 0 0 2 0 0 0 0 2 4

COL3 Lancair LC40 Columbia 400 4 1 5 4 0 0 4 1 0 0 1 5 10


DA20 Diamond DA 20 19 3 22 19 0 0 19 3 0 0 3 22 45

DA40 Diamond Star DA40 17 3 20 17 0 0 17 3 0 0 3 20 40

DH2 De Havilland DH2 0 0 0 0 0 0 0 0 0 0 0 0 1

DV20 Diamond DV20 2 0 2 2 0 0 2 0 0 0 0 2 4

ERCO Erco Ercoupe 0 0 1 0 0 0 0 0 0 0 0 1 1

EXPR Express 2000 0 0 0 0 0 0 0 0 0 0 0 0 1

GA8 Gippsland GA8 Airvan 0 0 1 0 0 0 0 0 0 0 0 1 1

GC1 Globe GC1 Swift 0 0 0 0 0 0 0 0 0 0 0 0 1

HXB Experimental Aircraft 4 1 4 4 0 0 4 1 0 0 1 4 9

HXC Experimental Aircraft 0 0 1 0 0 0 0 0 0 0 0 1 1

J400 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

M020 Mark 20, MO20 0 0 0 0 0 0 0 0 0 0 0 0 1

M20P Mooney M20C Ranger 43 8 51 43 0 0 43 8 0 0 8 51 102

MO20 Mooney M20 6 1 7 6 0 0 6 1 0 0 1 7 14

MO21 Mooney Mark 21 0 0 1 0 0 0 0 0 0 0 0 1 1

MO22 Mooney Mark 22 0 0 0 0 0 0 0 0 0 0 0 0 1

NAV1 North American NA145 0 0 0 0 0 0 0 0 0 0 0 0 1

P210 Riley Super P210 2 0 2 2 0 0 2 0 0 0 0 2 5

P28A Piper Cherokee 269 47 316 269 0 0 269 47 0 0 47 316 633

P28B Piper Turbo Dakota 4 1 5 4 0 0 4 1 0 0 1 5 10

P28R Cherokee Arrow/Turbo 3 1 4 3 0 0 3 1 0 0 1 4 7

P32R Piper 32 9 2 11 9 0 0 9 2 0 0 2 11 22

P32T Embraer Lance 2 1 0 1 1 0 0 1 0 0 0 0 1 3

P46T Piper Malibu Meridian 9 2 10 9 0 0 9 2 0 0 2 10 20

PA27 Piper Aztec 1 0 1 1 0 0 1 0 0 0 0 1 2

PA28 Piper Cherokee 16 3 19 16 0 0 16 3 0 0 3 19 37

PA30 Piper PA30 1 0 2 1 0 0 1 0 0 0 0 2 3

PA32 Piper Cherokee Six 29 5 34 29 0 0 29 5 0 0 5 34 67

PA46 Piper Malibu 5 1 6 5 0 0 5 1 0 0 1 6 12

PARO Piper Cherokee Arrow 16 3 18 16 0 0 16 3 0 0 3 18 37

PITS Pitts S1 Special 0 0 0 0 0 0 0 0 0 0 0 0 1

RP22 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

RV10 Experimental 3 1 4 3 0 0 3 1 0 0 1 4 8

RV6 AIEP Air Beetle 0 0 0 0 0 0 0 0 0 0 0 0 1

RV7 Experimental RV7 0 0 1 0 0 0 0 0 0 0 0 1 1

RV8 RV4/6/7/8; VANS 0 0 0 0 0 0 0 0 0 0 0 0 1

RV9 Experimental 0 0 1 0 0 0 0 0 0 0 0 1 1

S22T Cirrus SR22 Turbo 13 2 15 13 0 0 13 2 0 0 2 15 30

SA30 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

SR20 Cirrus SR20 184 33 217 184 0 0 184 33 0 0 33 217 434

SR22 Cirrus SR 22 72 13 85 72 0 0 72 13 0 0 13 85 170

T210 Cessna T210M 3 1 4 3 0 0 3 1 0 0 1 4 8

T6 North American T6 Texan 1 0 1 1 0 0 1 0 0 0 0 1 2

TB20 Taylorcraft Seabird 0 0 0 0 0 0 0 0 0 0 0 0 1

TBM Grumman G40 Avenger 0 0 1 0 0 0 0 0 0 0 0 1 1

TRIN Socata TB21 Trinidad 1 0 1 1 0 0 1 0 0 0 0 1 2

Total Single Operations 1,642 290 1,932 1,642 0 0 1,642 290 0 0 290 1,932 3,863.79

Multi-Engine Piston Operations

AC50 Aero Commander 500 3 0 3 3 0 0 3 3 0 0 0 3 6

AEST Piper Aero Star 38 7 44 38 0 0 38 44 0 0 7 44 89

BE18 Beech 18 0 0 1 0 0 0 0 1 0 0 0 1 1

BE50 Beech Twin Bonanza 52 9 62 52 0 0 52 62 0 0 9 62 123

BE55 Beech Baron 55 7 1 8 7 0 0 7 8 0 0 1 8 17

BE58 Beech 58 23 4 27 23 0 0 23 27 0 0 4 27 54

BE76 Beech 76 Duchess 2 0 3 2 0 0 2 3 0 0 0 3 5

BE95 Beech 95 Travel Air 6 1 6 6 0 0 6 6 0 0 1 6 13

C310 Cessna 310 29 5 34 29 0 0 29 34 0 0 5 34 68

C335 Cessna 335 0 0 1 0 0 0 0 1 0 0 0 1 1

C340 Cessna 340 8 1 9 8 0 0 8 9 0 0 1 9 19

C402 Cessna 401/402 0 0 1 0 0 0 0 1 0 0 0 1 1

C414 Cessna Chancellor 414 44 8 51 44 0 0 44 51 0 0 8 51 103

C421 Cessna Golden Eagle 421 9 2 11 9 0 0 9 11 0 0 2 11 21

DA42 Diamond Twin Star 0 0 0 0 0 0 0 0 0 0 0 0 1

M20T Turbo Mooney M20K 3 1 3 3 0 0 3 3 0 0 1 3 7

PA23 Piper PA23 0 0 1 0 0 0 0 1 0 0 0 1 1

PA24 Piper PA24 5 1 6 5 0 0 5 6 0 0 1 6 11

PA31 Piper Navajo PA31 18 3 22 18 0 0 18 22 0 0 3 22 44

PA34 Piper PA34 Seneca 5 1 6 5 0 0 5 6 0 0 1 6 12

PA44 Piper Seminole 1 0 1 1 0 0 1 1 0 0 0 1 3

Total Multi Engine Operations 2,177 384 2,561 2,177 0 0 2,177 639 0 0 384 2,561 599.48

Turbo Prop Operations

AC80 Aero Commander Turbo 680 1 0 1 1 0 0 1 0 0 0 0 1 2

AC90 Gulfstream Commander 4 1 4 4 0 0 4 1 0 0 1 4 8

AC95 Gulfstream Commander 1000 9 2 10 9 0 0 9 2 0 0 2 10 21

B17 Boeing B17 Flying Fortress 0 0 0 0 0 0 0 0 0 0 0 0 1

B190 Beech 1900/C12J 14 2 16 14 0 0 14 2 0 0 2 16 32

B350 Beech Super King Air 350 91 16 106 91 0 0 91 16 0 0 16 106 213

BE10 Beech King Air 100 A/B 4 1 5 4 0 0 4 1 0 0 1 5 11

BE20 Beech 200 Super King 244 43 287 244 0 0 244 43 0 0 43 287 574

BE30 Raytheon 300 Super King Air 56 10 66 56 0 0 56 10 0 0 10 66 131

BE9 Beechcraft C99 Airliner 173 30 203 173 0 0 173 30 0 0 30 203 407

BE9L Beech King Air 90 24 4 29 24 0 0 24 4 0 0 4 29 57

C208 Cessna 208 Caravan 222 39 261 222 0 0 222 39 0 0 39 261 522

C425 Cessna 425 Corsair 9 2 11 9 0 0 9 2 0 0 2 11 21

C441 Cessna Conquest 2 0 3 2 0 0 2 0 0 0 0 3 6

CVLP Convair CV440 Metropolitan 11 2 13 11 0 0 11 2 0 0 2 13 25

EPIC Dynasty 0 0 0 0 0 0 0 0 0 0 0 0 1

EVOT Lancair Evolution Turbine 1 0 1 1 0 0 1 0 0 0 0 1 2

MU2 Mitsubishi Marquise 44 8 51 44 0 0 44 8 0 0 8 51 103

JS41 Jetstream 2 0 3 2 0 0 2 0 0 0 0 3 20

J328 Dornier 9 2 10 9 0 0 9 2 0 0 2 10 20

DH8B Dash-800 4 1 5 4 0 0 4 1 0 0 1 5 9

P180 Piaggio P180 Avanti 2 0 3 2 0 0 2 0 0 0 0 3 6

PAY1 Piper Cheyenne 1 5 1 6 5 0 0 5 1 0 0 1 6 11



PAYE Cheyenne 0 0 0 0 0 0 0 0 0 0 0 0 1

PC12 Pilatus PC12 76 13 89 76 0 0 76 13 0 0 13 89 178

SW4 Swearingen Merlin 4 29 5 34 29 0 0 29 5 0 0 5 34 69

TBM7 Socata TBM7 44 8 52 44 0 0 44 8 0 0 8 52 104

TBM8 Socata TBM850 9 2 11 9 0 0 9 2 0 0 2 11 22

Total Turbo Prop Operations 5,166 912 6,078 5,166 0 0 5,166 1,421 0 0 912 6,078 2,583.89

Jet Operations

ASTR IAI Astra 1125 2 0 2 2 0 0 2 0 0 0 0 2 4

BE40 Raytheon/Beech Beechjet 400/T1 66 12 77 66 0 0 66 12 0 0 12 77 155

C25A Cessna Citation CJ2 123 22 144 123 0 0 123 22 0 0 22 144 289

C25B Cessna Citation CJ3 40 7 47 40 0 0 40 7 0 0 7 47 93

C25C Cessna Citation CJ4 2 0 2 2 0 0 2 0 0 0 0 2 5

C500 Cessna 500/Citation I 521 92 613 521 0 0 521 92 0 0 92 613 1,225

C501 Cessna I/SP 2 0 2 2 0 0 2 0 0 0 0 2 5

C510 Cessna Citation Mustang 20 4 24 20 0 0 20 4 0 0 4 24 48

C525 Cessna CitationJet/CJ1 43 8 50 43 0 0 43 8 0 0 8 50 101

C550 Cessna Citation II/Bravo 18 3 21 18 0 0 18 3 0 0 3 21 43

C551 Cessna Citation II/SP 0 0 1 0 0 0 0 0 0 0 0 1 1

C560 Cessna Citation V/Ultra/Encore 37 6 43 37 0 0 37 6 0 0 6 43 86

C56X Cessna Excel/XLS 16 3 19 16 0 0 16 3 0 0 3 19 37

C650 Cessna III/VI/VII 4 1 5 4 0 0 4 1 0 0 1 5 10

C680 Cessna Citation Sovereign 53 9 62 53 0 0 53 9 0 0 9 62 125

C750 Cessna Citation X 30 5 35 30 0 0 30 5 0 0 5 35 71

CL30

Bombardier (Canadair) Challenger 300 7 1 9 7 0 0 7 1 0 0 1 9 18

CL60

Bombardier Challenger 600/601/604 4 1 5 4 0 0 4 1 0 0 1 5 10

CRJ2 Bombardier CRJ200 0 0 1 0 0 0 0 0 0 0 0 1 1

E50P Embraer Phenom 100 42 7 49 42 0 0 42 7 0 0 7 49 98


EA50 Eclipse 500 56 10 66 56 0 0 56 10 0 0 10 66 133

F2TH Dassault Falcon 2000 71 12 83 71 0 0 71 12 0 0 12 83 166

F900 Dassault Falcon 900 7 1 8 7 0 0 7 1 0 0 1 8 16

FA10 Dassault Falcon/Mystère 10 1 0 2 1 0 0 1 0 0 0 0 2 3



G150 Gulfstream G150 23 4 27 23 0 0 23 4 0 0 4 27 53

GALX

IAI 1126 Galaxy/Gulfstream G200 1 0 1 1 0 0 1 0 0 0 0 1 2

GL5T Bombardier BD700 Global 5000 1 0 2 1 0 0 1 0 0 0 0 2 3

GLAS New Glasair 0 0 1 0 0 0 0 0 0 0 0 1 1

GLF3 Gulfstream III/G300 1 0 1 1 0 0 1 0 0 0 0 1 2

GLF4 Gulfstream IV/G400 85 15 100 85 0 0 85 15 0 0 15 100 199

GLF5 Gulfstream V/G500 5 1 5 5 0 0 5 1 0 0 1 5 11

H25B

BAe HS 125/700/800/Hawker 800 56 10 66 56 0 0 56 10 0 0 10 66 132

HA4T Hawker 4000 2 0 2 2 0 0 2 0 0 0 0 2 5

L29B Lockheed L1329 Jetstar 731 3 0 3 3 0 0 3 0 0 0 0 3 6

LJ25 Bombardier Learjet 25 78 14 92 78 0 0 78 14 0 0 14 92 185

LJ31 Bombardier Learjet 31/A/B 3 1 4 3 0 0 3 1 0 0 1 4 7

LJ35 Bombardier Learjet 35/36 3 1 3 3 0 0 3 1 0 0 1 3 7

LJ40 Learjet 40; Gates Learjet 2 0 2 2 0 0 2 0 0 0 0 2 5




LJ75 Learjet 75 0 0 1 0 0 0 0 0 0 0 0 1 1

PRM1 Raytheon Premier 1/390 Premier 1 6 1 7 6 0 0 6 1 0 0 1 7 15

SBR1

North American Rockwell Sabre 40/60 0 0 1 0 0 0 0 0 0 0 0 1 1

Total Turbo Prop Operations 6,625 1,169 7,794 6,625 0 0 6,625 1,679 0 0 1,16

9 7,794 3,431.92

B206 Beagle B206 2 0 2 2 0 0 2 0 0 0 0 2 4

B407 Bell 407 1 0 1 1 0 0 1 0 0 0 0 1 3

EC35 Eurocopter EC135 2 0 2 2 0 0 2 0 0 0 0 2 5

EC45 Eurocopter EC145 3 0 3 3 0 0 3 0 0 0 0 3 6

EXP McDonnell MD902 Explorer 1 0 1 1 0 0 1 0 0 0 0 1 2

HELO Helicoper 7 1 9 7 0 0 7 1 0 0 1 9 17

R44 Clipper 4 1 5 4 0 0 4 1 0 0 1 5 10

Total Rotor Operations 20 3 23 20 0 0 20 3 0 0 3 23 46.34

2015 Total Operations 13,269 2,342 15,610 13,269 0 0 13,269 3,361 0 0 2,34

2 15,610 10,479

2015

Aircraft Type

Arrivals Departures

Day Ops

Night Ops

Total Arrivals

Day Ops Night Ops

Total Departures

Total Operations SL1 SL2 SL3 Total SL1 SL2 SL3

Total



AR11 PushPak 1 0 2 1 0 0 1 0 0 0 0 2 3


B35 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2



BE33 Beech Bonanza 33 22 1 23 22 0 0 22 1 0 0 1 23 47

BE35 Beech Bonanza 35 40 2 42 40 0 0 40 2 0 0 2 42 84

BE36 Beech Bonanza 36 74 4 78 74 0 0 74 4 0 0 4 78 156

BE77 Beech 77 Skipper 1 0 2 1 0 0 1 0 0 0 0 2 3

BF35 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2


C150 Cessna 150 3 0 3 3 0 0 3 0 0 0 0 3 6

C152 Cessna 152 1 0 1 1 0 0 1 0 0 0 0 1 2



C180 Cessna 180 1 0 2 1 0 0 1 0 0 0 0 2 3

C182 Cessna Skylane 182 111 6 116 111 0 0 111 6 0 0 6 116 233





C72 Cessna C175 1 0 1 1 0 0 1 0 0 0 0 1 2






DA20 Diamond DA 20 6 0 6 6 0 0 6 0 0 0 0 6 12



DV20 Diamond DV20 5 0 5 5 0 0 5 0 0 0 0 5 11


EXPR Express 2000 1 0 1 1 0 0 1 0 0 0 0 1 2


GC1 Globe GC1 Swift 1 0 1 1 0 0 1 0 0 0 0 1 2



J400 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

M020 Mark 20, MO20 1 0 1 1 0 0 1 0 0 0 0 1 2


MO20 Mooney M20 7 0 8 7 0 0 7 0 0 0 0 8 15

MO21 Mooney Mark 21 1 0 2 1 0 0 1 0 0 0 0 2 3

MO22 Mooney Mark 22 1 0 1 1 0 0 1 0 0 0 0 1 2


P210 Riley Super P210 6 0 6 6 0 0 6 0 0 0 0 6 12




P32R Piper 32 28 1 29 28 0 0 28 1 0 0 1 29 59

P32T Embraer Lance 2 4 0 4 4 0 0 4 0 0 0 0 4 8


PA27 Piper Aztec 2 0 2 2 0 0 2 0 0 0 0 2 5


PA30 Piper PA30 4 0 5 4 0 0 4 0 0 0 0 5 9


PA46 Piper Malibu 15 1 16 15 0 0 15 1 0 0 1 16 32



RP22 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

RV10 Experimental 10 1 11 10 0 0 10 1 0 0 1 11 21



RV8 RV4/6/7/8; VANS 1 0 1 1 0 0 1 0 0 0 0 1 2

RV9 Experimental 1 0 2 1 0 0 1 0 0 0 0 2 3


SA30 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

SR20 Cirrus SR20 48 3 50 48 0 0 48 3 0 0 3 50 101

SR22 Cirrus SR 22 214 11 225 214 0 0 214 11 0 0 11 225 451

T210 Cessna T210M 1 0 2 1 0 0 1 0 0 0 0 2 3





Total Single Operations 1,221 64 1,286 1,221 0 0 1,221 64 0 0 64 1,286 2,572




BE18 Beech 18 1 0 2 1 0 0 1 0 0 0 0 2 3


BE55 Beech Baron 55 21 1 23 21 0 0 21 1 0 0 1 23 45

BE58 Beech 58 69 4 72 69 0 0 69 4 0 0 4 72 144

BE76 Beech 76 Duchess 1 0 2 1 0 0 1 0 0 0 0 2 3


C310 Cessna 310 86 5 90 86 0 0 86 5 0 0 5 90 180

C335 Cessna 335 1 0 2 1 0 0 1 0 0 0 0 2 3

C340 Cessna 340 24 1 25 24 0 0 24 1 0 0 1 25 50

C402 Cessna 401/402 1 0 2 1 0 0 1 0 0 0 0 2 3





PA23 Piper PA23 1 0 2 1 0 0 1 0 0 0 0 2 3

PA24 Piper PA24 14 1 15 14 0 0 14 1 0 0 1 15 30




Total Multi Engine Operations 2,030 107 2,136 2,030 0 0 2,030 107 0 0 107 2,136 1,097




AC95 Gulfstream Jetprop Commander 1000 9 0 9 9 0 0 9 0 0 0 0 9 18


B190 Beech 1900/C12J 9 0 9 9 0 0 9 0 0 0 0 9 18





BE9

Beechcraft C99 Airliner; Beech Aircraft 1 0 1 1 0 0 1 0 0 0 0 1 2


C208 Cessna 208 Caravan 144 8 152 144 0 0 144 8 0 0 8 152 304

C425 Cessna 425 Corsair 8 0 8 8 0 0 8 0 0 0 0 8 17



EPIC Dynasty 1 0 1 1 0 0 1 0 0 0 0 1 2


MU2 Mitsubishi Marquise/Solitaire 43 2 45 43 0 0 43 2 0 0 2 45 90





PAYE Cheyenne 1 0 1 1 0 0 1 0 0 0 0 1 2

PC12 Pilatus PC12 74 4 77 74 0 0 74 4 0 0 4 77 155

SW4 Swearingen Merlin 4/4A Metro2 2 0 2 2 0 0 2 0 0 0 0 2 5

TBM7 Socata TBM7 31 2 32 31 0 0 31 2 0 0 2 32 65

TBM8 Socata TBM850 28 1 29 28 0 0 28 1 0 0 1 29 59

Total Turbo Prop Operations 4,583 241 4,825 4,583 0 0 4,583 241 0 0 241 4,825 1,707

Jet Operations

ASTR IAI Astra 1125 3 0 3 3 0 0 3 0 0 0 0 3 6





C500 Cessna 500/Citation I 4 0 5 4 0 0 4 0 0 0 0 5 9

C501 Cessna I/SP 6 0 6 6 0 0 6 0 0 0 0 6 12










CL30


CL60





EA50 Eclipse 500 43 2 45 43 0 0 43 2 0 0 2 45 90






G150 Gulfstream G150 4 0 5 4 0 0 4 0 0 0 0 5 9

GALX


GL5T Bombardier BD700 Global 5000 4 0 5 4 0 0 4 0 0 0 0 5 9

GLAS New Glasair 1 0 2 1 0 0 1 0 0 0 0 2 3




H25B

BAe HS 125/700/800/Hawker 800 41 2 44 41 0 0 41 2 0 0 2 44 87

HA4T Hawker 4000 6 0 6 6 0 0 6 0 0 0 0 6 12









LJ75 Learjet 75 1 0 2 1 0 0 1 0 0 0 0 2 3


SBR1



B206 Beagle B206 1 0 1 1 0 0 1 0 0 0 0 1 2

B407 Bell 407 1 0 1 1 0 0 1 0 0 0 0 1 2

EC35 Eurocopter EC135 6 0 6 6 0 0 6 0 0 0 0 6 12

EC45 Eurocopter EC145 8 0 8 8 0 0 8 0 0 0 0 8 17


HELO Helicoper 9 0 10 9 0 0 9 0 0 0 0 10 20

R44 Clipper 0 0 0 0 0 0 0 0 0 0 0 0 0

Total Rotor Operations 26 1 28 26 0 0 26 1 0 0 1 28 56

2015 Total Operations 11,990 631 12,621 11,990 0 0 11,990 631 0 0 631 12,621 8,320

2015 Military Operations

Arrivals Departures

AC Code

Total Arrivals

Day Night

Total Departures

Operations Total Model Day Night SL1 SL2 SL3 Total SL1 SL2 SL3

Total

Prop Operations

AC90 Gulfstream Commander 8.1 0.9 9 8.1 0 0 8.1 0.9 0 0 0.9 9 18

BE20 Beech 200 Super King 12.2 1.4 14 12.2 0 0 12.2 1.4 0 0 1.4 14 27

C150 Cessna 150 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

C172 Cessna Skyhawk 172/Cutlass 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

C206 Cessna 206 Stationair 10.2 1.1 11 10.2 0 0 10.2 1.1 0 0 1.1 11 23

D328 Dornier 328 Series 24.4 2.7 27 24.4 0 0 24.4 2.7 0 0 2.7 27 54

D32A unknown 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

PA32 Piper Cherokee Six 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

T6 North American T6 Texan 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

TEX2 Raytheon Texan 2 69.0 7.7 77 69.0 0 0 69.0 7.7 0 0 7.7 77 153

TEXN Raytheon Texan 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

Jet Operations

B742 Boeing 747200 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

B752 Boeing 757200 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

BE40 Raytheon/Beech Beechjet 400/T1 266.0 29.6 296 266.0 0 0 266.0 29.6 0 0 29.6 296 591

C130 Lockheed 130 Hercules 20.3 2.3 23 20.3 0 0 20.3 2.3 0 0 2.3 23 45

C17 Boeing Globemaster 3 16.2 1.8 18 16.2 0 0 16.2 1.8 0 0 1.8 18 36

CL41 Canadair CL41 Tutor 14.2 1.6 16 14.2 0 0 14.2 1.6 0 0 1.6 16 32

F16 Lockheed F16 Fighting Falcon 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

F18 Boeing FA18 Hornet 28.4 3.2 32 28.4 0 0 28.4 3.2 0 0 3.2 32 63

GLF5 Gulfstream V/G500 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

LJ35 Bombardier Learjet 35/36 65.0 7.2 72 65.0 0 0 65.0 7.2 0 0 7.2 72 144

OV10 Boeing OV10 Bronco 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

P8 Boeing P8 Poseidon 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

T38 Northrop T38 Talon 6.1 0.7 7 6.1 0 0 6.1 0.7 0 0 0.7 7 14

Rotor Operations

B06 Agusta AB 206 LongRanger 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

B206 Beagle B206 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

EC35 Eurocopter EC135 8.1 0.9 9 8.1 0 0 8.1 0.9 0 0 0.9 9 18

H47 Boeing CH47 Chinook 10.2 1.1 11 10.2 0 0 10.2 1.1 0 0 1.1 11 23

H60 Sikorsky SH60 Seahawk 62.9 7.0 70 62.9 0 0 62.9 7.0 0 0 7.0 70 140

H64 Boeing AH64 Longbow Apache 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

HAWK BAe Systems Hawk 46.7 5.2 52 46.7 0 0 46.7 5.2 0 0 5.2 52 104

HELO Helicoper 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

UH60 Blackhawk Helicopter 6.1 0.7 7 6.1 0 0 6.1 0.7 0 0 0.7 7 14

V22 Bell V22 Osprey 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

R22 Robinson R22 Mariner 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

Total Operations 729 81 810 729 0 0 729 81 0 0 81 810 1620



| Page 22

February 2016

2020 Detailed Fleet Mix

2020

Arrivals Departures

Day Night Departure Total

Operations Total AC Code Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3 1 4 2 2 0 3 1 1 0 1 4 8

B712 Boeing 717-200 242 286 528 242 0 0 242 286 0 0 286 528 1,055

B722 Boeing 727-200 1 0 1 1 0 0 1 0 0 0 0 1 2

B733 Boeing 737-700 3 1 4 0 0 3 3 0 0 1 1 4 8

CRJ CRJ-200 2,240 282 2,522 2,240 0 0 2,240 282 0 0 282 2,522 5,044

CRJ7 CRJ-700 106 17 122 106 0 0 106 17 0 0 17 122 244

CRJ9 CRJ-900 50 16 65 50 0 0 50 16 0 0 16 65 130

DC91 DC-9 10 7 17 6 1 3 10 4 0 2 7 17 34

E110 Embraer 110 6 2 7 5 0 0 6 1 0 0 2 7 14

E120 Embraer 120 7 3 10 4 1 2 7 2 1 1 3 10 20

E135 Embraer 135 670 94 764 558 112 0 670 78 16 0 94 764 1,528

E145 Embraer 145 1,101 109 1,210 865 236 0 1,101 86 23 0 109 1,210 2,420



Narrowbody Jet 276 312 587 265 2 8 276 305 1 5 312 587 1,174

Regional Jet Over 50 Seats 4,023 490 4,513 3,671 349 2 4,023 449 40 1 490 4,513 9,026


4,453 834 5,287 4,091 352 10 4,453 787 41 6 834 5,287 10,574

Itinerant Operations


Multi-Engine Piston 2,233 394 2,627 2,233 0 0 2,233 663 0 0 394 2,627 633

Turbo Prop 5,292 934 6,225 5,292 0 0 5,292 1,472 0 0 934 6,225 2,636

Business Jet 6,788 1,198 7,986 6,788 0 0 6,788 1,736 0 0 1,198 7,986 3,522

Rotor 20 3 23 20 0 0 20 3 0 0 3 23 47

General Aviation Operations 15,988 2,821 18,809 15,988 0 0 15,988 4,167 0 0 2,821 18,809 10,780

Local Operations


Multi-Engine Piston 2,042 107 2,149 2,042 0 0 2,042 107 0 0 107 2,149 1,104

Turbo Prop 4,611 243 4,853 4,611 0 0 4,611 243 0 0 243 4,853 1,718

Business Jet 6,018 317 6,334 6,018 0 0 6,018 317 0 0 317 6,334 2,962

Rotor 27 1 28 0 27 0 0 27 1 0 0 1 28 56

General Aviation Operations 13,899 732 14,630 13,899 0 0 13,899 732 0 0 732 14,630 8,426

Military Prop 140 16 156 140 0 0 140 16 0 0 16 156 311

Military Jet 439 49 487 439 0 0 439 49 0 0 49 487 975 Military Rotor 150 17 167 150 0 0 150 17 0 0 17 167 334


Total Operations 19,081 1,646 20,727 18,719 352 10 19,081 1,599 41 6 1,646 20,727 31,400

2020 Air Carrier Operations

Arrivals Departures

Day Night Total Departur

es Total

Operations AC Code Model Day Night Total SL1 SL2 SL3 Total SL1 SL2 SL3 Total

A320 Airbus A-320 3 1 4 1.5 1.5 0.0 3 0.5 0.5 0.0 1 4 8

B712 Boeing 717-200 242 286 528 241.5 0.0 0.0 242 286.1 0.0 0.0 286 528 1,055

B722 Boeing 727-200 1 0 1 1.0 0.0 0.0 1 0.0 0.0 0.0 0 1 2

B733 Boeing 737-700 3 1 4 0.0 0.0 2.6 3 0.0 0.0 0.9 1 4 8

CRJ2 CRJ-200 2,240 282 2,522 2,239.7 0.0 0.0 2,240 282.3 0.0 0.0 282 2,522 5,044

CRJ7 CRJ-700 106 17 122 105.5 0.0 0.0 106 16.5 0.0 0.0 17 122 244

CRJ9 CRJ-900 50 16 65 49.5 0.0 0.0 50 15.5 0.0 0.0 16 65 130

DC91 McDonnell Douglas DC-9 10 7 17 6.2 0.6 3.4 10 4.1 0.4 2.2 7 17 34

E110 Embraer 110 6 2 7 5.1 0.4 0.0 6 1.4 0.1 0.0 2 7 14

E120 Embraer 120 7 3 10 3.5 1.4 2.1 7 1.5 0.6 0.9 3 10 20

E135 Embraer 135 670 94 764 557.9 111.9 0.0 670 78.4 15.7 0.0 94 764 1,528

E145 Embraer 145 1,101 109 1,210 865.1 235.7 0.0 1,101 85.8 23.4 0.0 109 1,210 2,420

MD88 McDonnell-Douglas MD88 17 17 33 14.6 0.0 2.1 17 14.6 0.0 2.1 17 33 67

4,453 834 5,287 4,091.2 351.5 10.2 4,453 787 41 6 834 5,287 10,574

2020

Aircraft Type

Arrivals Departures

Day Ops

Night Ops

Total Arrivals

Day Ops Night Ops Total Departur

es Total

Operations SL1 SL2 SL3 Total SL1 SL2 SL3 Total



AR11 PushPak 1 0 1 1 0 0 1 0 0 0 0 1 2


B35 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1



BE33 Beech Bonanza 33 22 4 25 22 0 0 22 4 0 0 4 25 51

BE35 Beech Bonanza 35 297 52 349 297 0 0 297 52 0 0 52 349 698

BE36 Beech Bonanza 36 27 5 32 27 0 0 27 5 0 0 5 32 64

BE77 Beech 77 Skipper 1 0 1 1 0 0 1 0 0 0 0 1 1

BF35 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1


C150 Cessna 150 181 32 213 181 0 0 181 32 0 0 32 213 426

C152 Cessna 152 0 0 0 0 0 0 0 0 0 0 0 0 1



C180 Cessna 180 1 0 1 1 0 0 1 0 0 0 0 1 1

C182 Cessna Skylane 182 40 7 47 40 0 0 40 7 0 0 7 47 95





C72 Cessna C175 0 0 0 0 0 0 0 0 0 0 0 0 1






DA20 Diamond DA 20 19 3 22 19 0 0 19 3 0 0 3 22 45



DV20 Diamond DV20 2 0 2 2 0 0 2 0 0 0 0 2 4


EXPR Express 2000 0 0 0 0 0 0 0 0 0 0 0 0 1


GC1 Globe GC1 Swift 0 0 0 0 0 0 0 0 0 0 0 0 1



J400 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

M020 Mark 20, MO20 0 0 0 0 0 0 0 0 0 0 0 0 1


MO20 Mooney M20 6 1 7 6 0 0 6 1 0 0 1 7 14

MO21 Mooney Mark 21 1 0 1 1 0 0 1 0 0 0 0 1 1

MO22 Mooney Mark 22 0 0 0 0 0 0 0 0 0 0 0 0 1


P210 Riley Super P210 2 0 2 2 0 0 2 0 0 0 0 2 5




P32R Piper 32 10 2 12 10 0 0 10 2 0 0 2 12 24

P32T Embraer Lance 2 1 0 2 1 0 0 1 0 0 0 0 2 3


PA27 Piper Aztec 1 0 1 1 0 0 1 0 0 0 0 1 2


PA30 Piper PA30 2 0 2 2 0 0 2 0 0 0 0 2 4


PA46 Piper Malibu 5 1 6 5 0 0 5 1 0 0 1 6 13



RP22 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

RV10 Experimental 4 1 4 4 0 0 4 1 0 0 1 4 9



RV8 RV4/6/7/8; VANS 0 0 0 0 0 0 0 0 0 0 0 0 1

RV9 Experimental 1 0 1 1 0 0 1 0 0 0 0 1 1


SA30 unknown 0 0 0 0 0 0 0 0 0 0 0 0 1

SR20 Cirrus SR20 186 33 218 186 0 0 186 33 0 0 33 218 437

SR22 Cirrus SR 22 78 14 92 78 0 0 78 14 0 0 14 92 183

T210 Cessna T210M 3 1 4 3 0 0 3 1 0 0 1 4 8









BE18 Beech 18 1 0 1 1 0 0 1 1 0 0 0 1 1


BE55 Beech Baron 55 8 1 9 8 0 0 8 9 0 0 1 9 18

BE58 Beech 58 25 4 29 25 0 0 25 29 0 0 4 29 59

BE76 Beech 76 Duchess 2 0 3 2 0 0 2 3 0 0 0 3 5


C310 Cessna 310 31 5 37 31 0 0 31 37 0 0 5 37 73

C335 Cessna 335 1 0 1 1 0 0 1 1 0 0 0 1 1

C340 Cessna 340 9 2 10 9 0 0 9 10 0 0 2 10 20

C402 Cessna 401/402 1 0 1 1 0 0 1 1 0 0 0 1 1





PA23 Piper PA23 1 0 1 1 0 0 1 1 0 0 0 1 1

PA24 Piper PA24 5 1 6 5 0 0 5 6 0 0 1 6 12




Total Multi Engine Operations 2,233 394 2,627 2,233 0 0 2,233 663 0 0 394 2,627 633




AC95

Gulfstream Jetprop Commander 1000 9 2 11 9 0 0 9 2 0 0 2 11 21


B190 Beech 1900/C12J 14 2 16 14 0 0 14 2 0 0 2 16 32





BE9



C208 Cessna 208 Caravan 226 40 266 226 0 0 226 40 0 0 40 266 531

C425 Cessna 425 Corsair 9 2 11 9 0 0 9 2 0 0 2 11 22



EPIC Dynasty 0 0 0 0 0 0 0 0 0 0 0 0 1



JS41 Jetstream 3 0 3 3 0 0 3 0 0 0 0 3 20

J328 Dornier 9 2 10 9 0 0 9 2 0 0 2 10 20

DH8B Dash-800 4 1 5 4 0 0 4 1 0 0 1 5 9





PAYE Cheyenne 0 0 0 0 0 0 0 0 0 0 0 0 1

PC12 Pilatus PC12 78 14 91 78 0 0 78 14 0 0 14 91 183

SW4

Swearingen Merlin 4/4A Metro2 29 5 34 29 0 0 29 5 0 0 5 34 69

TBM7 Socata TBM7 45 8 53 45 0 0 45 8 0 0 8 53 106

TBM8 Socata TBM850 10 2 12 10 0 0 10 2 0 0 2 12 24

Total Turbo Prop Operations 5,292 934 6,225 5,292 0 0 5,292 1,472 0 0 934 6,225 2,636

Jet Operations

ASTR IAI Astra 1125 2 0 2 2 0 0 2 0 0 0 0 2 4





C500 Cessna 500/Citation I 521 92 613 521 0 0 521 92 0 0 92 613 1,226

C501 Cessna I/SP 2 0 2 2 0 0 2 0 0 0 0 2 5










CL30


CL60





EA50 Eclipse 500 58 10 68 58 0 0 58 10 0 0 10 68 136






G150 Gulfstream G150 23 4 27 23 0 0 23 4 0 0 4 27 54

GALX


GL5T

Bombardier BD700 Global 5000 2 0 2 2 0 0 2 0 0 0 0 2 4

GLAS New Glasair 1 0 1 1 0 0 1 0 0 0 0 1 1




H25B

BAe HS 125/700/800/Hawker 800 57 10 67 57 0 0 57 10 0 0 10 67 134

HA4T Hawker 4000 2 0 2 2 0 0 2 0 0 0 0 2 5









LJ75 Learjet 75 1 0 1 1 0 0 1 0 0 0 0 1 1


SBR1


Total Turbo Prop Operations 6,788 1,198 7,986 6,788 0 0 6,788 1,736 0 0 1,198 7,986 3,522

B206 Beagle B206 1 0 1 1 0 0 1 0 0 0 0 1 3

B407 Bell 407 1 0 1 1 0 0 1 0 0 0 0 1 3

EC35 Eurocopter EC135 2 0 2 2 0 0 2 0 0 0 0 2 5

EC45 Eurocopter EC145 3 1 3 3 0 0 3 1 0 0 1 3 7


HELO Helicoper 8 1 9 8 0 0 8 1 0 0 1 9 18

R44 Clipper 4 1 5 4 0 0 4 1 0 0 1 5 10



2020

Aircraft Type

Arrivals Departures

Day Ops

Night Ops

Total Arrivals

Day Ops Night Ops Total Departur

es Total

Operations SL1 SL2 SL3 Total SL1 SL2 SL3 Total



AR11 PushPak 1 0 2 1 0 0 1 0 0 0 0 2 3


B35 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2



BE33 Beech Bonanza 33 22 1 23 22 0 0 22 1 0 0 1 23 47

BE35 Beech Bonanza 35 40 2 42 40 0 0 40 2 0 0 2 42 85

BE36 Beech Bonanza 36 75 4 79 75 0 0 75 4 0 0 4 79 157

BE77 Beech 77 Skipper 1 0 2 1 0 0 1 0 0 0 0 2 3

BF35 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2


C150 Cessna 150 3 0 3 3 0 0 3 0 0 0 0 3 6

C152 Cessna 152 1 0 1 1 0 0 1 0 0 0 0 1 2



C180 Cessna 180 1 0 2 1 0 0 1 0 0 0 0 2 3

C182 Cessna Skylane 182 111 6 117 111 0 0 111 6 0 0 6 117 234





C72 Cessna C175 1 0 1 1 0 0 1 0 0 0 0 1 2






DA20 Diamond DA 20 6 0 6 6 0 0 6 0 0 0 0 6 12



DV20 Diamond DV20 5 0 5 5 0 0 5 0 0 0 0 5 11


EXPR Express 2000 1 0 1 1 0 0 1 0 0 0 0 1 2


GC1 Globe GC1 Swift 1 0 1 1 0 0 1 0 0 0 0 1 2



J400 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

M020 Mark 20, MO20 1 0 1 1 0 0 1 0 0 0 0 1 2


MO20 Mooney M20 7 0 8 7 0 0 7 0 0 0 0 8 15

MO21 Mooney Mark 21 1 0 2 1 0 0 1 0 0 0 0 2 3

MO22 Mooney Mark 22 1 0 1 1 0 0 1 0 0 0 0 1 2


P210 Riley Super P210 6 0 6 6 0 0 6 0 0 0 0 6 12




P32R Piper 32 28 1 29 28 0 0 28 1 0 0 1 29 59

P32T Embraer Lance 2 4 0 4 4 0 0 4 0 0 0 0 4 8


PA27 Piper Aztec 2 0 2 2 0 0 2 0 0 0 0 2 5


PA30 Piper PA30 4 0 5 4 0 0 4 0 0 0 0 5 9


PA46 Piper Malibu 15 1 16 15 0 0 15 1 0 0 1 16 32



RP22 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

RV10 Experimental 10 1 11 10 0 0 10 1 0 0 1 11 21



RV8 RV4/6/7/8; VANS 1 0 1 1 0 0 1 0 0 0 0 1 2

RV9 Experimental 1 0 2 1 0 0 1 0 0 0 0 2 3


SA30 unknown 1 0 1 1 0 0 1 0 0 0 0 1 2

SR20 Cirrus SR20 48 3 51 48 0 0 48 3 0 0 3 51 101

SR22 Cirrus SR 22 215 11 227 215 0 0 215 11 0 0 11 227 454

T210 Cessna T210M 1 0 2 1 0 0 1 0 0 0 0 2 3









BE18 Beech 18 1 0 2 1 0 0 1 0 0 0 0 2 3


BE55 Beech Baron 55 22 1 23 22 0 0 22 1 0 0 1 23 45

BE58 Beech 58 69 4 73 69 0 0 69 4 0 0 4 73 145

BE76 Beech 76 Duchess 1 0 2 1 0 0 1 0 0 0 0 2 3


C310 Cessna 310 86 5 91 86 0 0 86 5 0 0 5 91 181

C335 Cessna 335 1 0 2 1 0 0 1 0 0 0 0 2 3

C340 Cessna 340 24 1 25 24 0 0 24 1 0 0 1 25 50

C402 Cessna 401/402 1 0 2 1 0 0 1 0 0 0 0 2 3





PA23 Piper PA23 1 0 2 1 0 0 1 0 0 0 0 2 3

PA24 Piper PA24 14 1 15 14 0 0 14 1 0 0 1 15 30




Total Multi Engine Operations 2,042 107 2,149 2,042 0 0 2,042 107 0 0 107 2,149 1,104




AC95

Gulfstream Jetprop Commander 1000 9 0 9 9 0 0 9 0 0 0 0 9 18


B190 Beech 1900/C12J 9 0 9 9 0 0 9 0 0 0 0 9 18





BE9



C208 Cessna 208 Caravan 145 8 153 145 0 0 145 8 0 0 8 153 305

C425 Cessna 425 Corsair 8 0 8 8 0 0 8 0 0 0 0 8 17



EPIC Dynasty 1 0 1 1 0 0 1 0 0 0 0 1 2







PAYE Cheyenne 1 0 1 1 0 0 1 0 0 0 0 1 2

PC12 Pilatus PC12 74 4 78 74 0 0 74 4 0 0 4 78 156

SW4

Swearingen Merlin 4/4A Metro2 2 0 2 2 0 0 2 0 0 0 0 2 5

TBM7 Socata TBM7 31 2 33 31 0 0 31 2 0 0 2 33 65

TBM8 Socata TBM850 28 1 29 28 0 0 28 1 0 0 1 29 59


Jet Operations

ASTR IAI Astra 1125 3 0 3 3 0 0 3 0 0 0 0 3 6





C500 Cessna 500/Citation I 4 0 5 4 0 0 4 0 0 0 0 5 9

C501 Cessna I/SP 6 0 6 6 0 0 6 0 0 0 0 6 12










CL30


CL60





EA50 Eclipse 500 43 2 45 43 0 0 43 2 0 0 2 45 91






G150 Gulfstream G150 4 0 5 4 0 0 4 0 0 0 0 5 9

GALX


GL5T

Bombardier BD700 Global 5000 4 0 5 4 0 0 4 0 0 0 0 5 9

GLAS New Glasair 1 0 2 1 0 0 1 0 0 0 0 2 3




H25B

BAe HS 125/700/800/Hawker 800 42 2 44 42 0 0 42 2 0 0 2 44 88

HA4T Hawker 4000 6 0 6 6 0 0 6 0 0 0 0 6 12









LJ75 Learjet 75 1 0 2 1 0 0 1 0 0 0 0 2 3


SBR1



B206 Beagle B206 1 0 1 1 0 0 1 0 0 0 0 1 2

B407 Bell 407 1 0 1 1 0 0 1 0 0 0 0 1 2

EC35 Eurocopter EC135 6 0 6 6 0 0 6 0 0 0 0 6 12

EC45 Eurocopter EC145 8 0 8 8 0 0 8 0 0 0 0 8 17


HELO Helicoper 9 0 10 9 0 0 9 0 0 0 0 10 20

R44 Clipper 0 0 0 0 0 0 0 0 0 0 0 0 0


2020 Total Operations 12,062 635 12,696 12,062 0 0 12,062 635 0 0 635 12,696 8,426

2020 Military Operations

Arrivals Departures

Total Arrivals

Day Night Total Departur

es Operations

Total AC Code Model Day Night SL1 SL2 SL3 Total SL1 SL2 SL3 Total

Prop Operations

AC90 Gulfstream Commander 8.1 0.9 9 8.1 0 0 8.1 0.9 0 0 0.9 9 18

BE20 Beech 200 Super King 12.2 1.4 14 12.2 0 0 12.2 1.4 0 0 1.4 14 27

C150 Cessna 150 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

C172 Cessna Skyhawk 172/Cutlass 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

C206 Cessna 206 Stationair 10.2 1.1 11 10.2 0 0 10.2 1.1 0 0 1.1 11 23

D328 Dornier 328 Series 24.4 2.7 27 24.4 0 0 24.4 2.7 0 0 2.7 27 54

D32A unknown 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

PA32 Piper Cherokee Six 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

T6 North American T6 Texan 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

TEX2 Raytheon Texan 2 69.0 7.7 77 69.0 0 0 69.0 7.7 0 0 7.7 77 153

TEXN Raytheon Texan 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

Jet Operations

B742 Boeing 747200 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

B752 Boeing 757200 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

BE40 Raytheon/Beech Beechjet 400/T1 266.0 29.6 296 266.0 0 0 266.0 29.6 0 0 29.6 296 591

C130 Lockheed 130 Hercules 20.3 2.3 23 20.3 0 0 20.3 2.3 0 0 2.3 23 45

C17 Boeing Globemaster 3 16.2 1.8 18 16.2 0 0 16.2 1.8 0 0 1.8 18 36

CL41 Canadair CL41 Tutor 14.2 1.6 16 14.2 0 0 14.2 1.6 0 0 1.6 16 32

F16 Lockheed F16 Fighting Falcon 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

F18 Boeing FA18 Hornet 28.4 3.2 32 28.4 0 0 28.4 3.2 0 0 3.2 32 63

GLF5 Gulfstream V/G500 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

LJ35 Bombardier Learjet 35/36 65.0 7.2 72 65.0 0 0 65.0 7.2 0 0 7.2 72 144

OV10 Boeing OV10 Bronco 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

P8 Boeing P8 Poseidon 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

T38 Northrop T38 Talon 6.1 0.7 7 6.1 0 0 6.1 0.7 0 0 0.7 7 14

Rotor Operations

B06 Agusta AB 206 LongRanger 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

B206 Beagle B206 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

EC35 Eurocopter EC135 8.1 0.9 9 8.1 0 0 8.1 0.9 0 0 0.9 9 18

H47 Boeing CH47 Chinook 10.2 1.1 11 10.2 0 0 10.2 1.1 0 0 1.1 11 23

H60 Sikorsky SH60 Seahawk 62.9 7.0 70 62.9 0 0 62.9 7.0 0 0 7.0 70 140

H64 Boeing AH64 Longbow Apache 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

HAWK BAe Systems Hawk 46.7 5.2 52 46.7 0 0 46.7 5.2 0 0 5.2 52 104

HELO Helicoper 2.0 0.2 2 2.0 0 0 2.0 0.2 0 0 0.2 2 5

UH60 Blackhawk Helicopter 6.1 0.7 7 6.1 0 0 6.1 0.7 0 0 0.7 7 14

V22 Bell V22 Osprey 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

R22 Robinson R22 Mariner 4.1 0.5 5 4.1 0 0 4.1 0.5 0 0 0.5 5 9

Total Operations 729 81 810 729 0 0 729 81 0 0 81 810 1620



| Page 24

February 2016

Appendix D

INM Operations Data Inputs



| Page 24

February 2016

2015 INM Operational Data Inputs

ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHT1900D A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.146300 0.000000 0.0222001900D D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.146300 0.000000 0.0222001900D & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.292600 0.000000 0.044400717200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.467800 0.000000 0.554200717200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.467800 0.000000 0.554200717200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.935600 0.000000 1.108400727200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002800 0.000000 0.000000727200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002800 0.000000 0.000000727200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005600 0.000000 0.000000737300 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800737300 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800737300 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.016400 0.000000 0.005600737800 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200737800 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200737800 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400747200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200747200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200747200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400757PW A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200757PW D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200757PW & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400A320-211 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800A320-211 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800A320-211 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.016400 0.000000 0.005600BEC58P A &&&&&&&& & &&&&&&&& &&&&&&&& & 2.653100 0.000000 0.295800BEC58P D &&&&&&&& & &&&&&&&& &&&&&&&& & 2.653100 0.000000 0.295800BEC58P & &&&&&&&& & &&&&&&&& &&&&&&&& & 5.306200 0.000000 0.591600C130 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.055600 0.000000 0.006200C130 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.055600 0.000000 0.006200C130 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.111200 0.000000 0.012400CIT3 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.047100 0.000000 0.004000CIT3 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.047100 0.000000 0.004000CIT3 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.094200 0.000000 0.008000CL600 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.784000 0.000000 0.098200CL600 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.784000 0.000000 0.098200CL600 & &&&&&&&& & &&&&&&&& &&&&&&&& & 1.568000 0.000000 0.196400CL601 A &&&&&&&& & &&&&&&&& &&&&&&&& & 6.269200 0.000000 0.784800CL601 D &&&&&&&& & &&&&&&&& &&&&&&&& & 6.269200 0.000000 0.783800CL601 & &&&&&&&& & &&&&&&&& &&&&&&&& & 12.538400 0.000000 1.568600CNA172 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.036900 0.000000 0.128200CNA172 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.155700 0.000000 0.142900CNA172 & &&&&&&&& & &&&&&&&& &&&&&&&& & 2.192600 0.000000 0.271100CNA182 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.405200 0.000000 0.033900CNA182 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.405200 0.000000 0.033900CNA182 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.810400 0.000000 0.067800CNA206 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.387300 0.000000 0.045000CNA206 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.387300 0.000000 0.045000CNA206 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.774600 0.000000 0.090000CNA208 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.727400 0.000000 0.210400CNA208 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.727400 0.000000 0.210400CNA208 & &&&&&&&& & &&&&&&&& &&&&&&&& & 3.454800 0.000000 0.420800CNA20T A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.013400 0.000000 0.001900CNA20T D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.013400 0.000000 0.001900CNA20T & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.026800 0.000000 0.003800CNA441 A &&&&&&&& & &&&&&&&& &&&&&&&& & 3.301300 0.000000 0.404300CNA441 D &&&&&&&& & &&&&&&&& &&&&&&&& & 3.301300 0.000000 0.404300CNA441 & &&&&&&&& & &&&&&&&& &&&&&&&& & 6.602600 0.000000 0.808600CNA500 A &&&&&&&& & &&&&&&&& &&&&&&&& & 2.479200 0.000000 0.370000CNA500 D &&&&&&&& & &&&&&&&& &&&&&&&& & 2.479200 0.000000 0.370000CNA500 & &&&&&&&& & &&&&&&&& &&&&&&&& & 4.958400 0.000000 0.740000CNA510 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.459700 0.000000 0.047700CNA510 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.459700 0.000000 0.047700CNA510 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.919400 0.000000 0.095400CNA525C A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.465200 0.000000 0.039000CNA525C D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.465200 0.000000 0.039000CNA525C & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.930400 0.000000 0.078000CNA560XL A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.172600 0.000000 0.014500CNA560XL D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.172600 0.000000 0.014500CNA560XL & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.345200 0.000000 0.029000CNA680 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.293800 0.000000 0.108300CNA680 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.293800 0.000000 0.108300CNA680 & &&&&&&&& & &&&&&&&& &&&&&&&& & 2.587600 0.000000 0.216600CNA750 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.326700 0.000000 0.027400CNA750 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.326700 0.000000 0.027400CNA750 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.653400 0.000000 0.054800CRJ9-ER A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.320400 0.000000 0.071400CRJ9-ER D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.320400 0.000000 0.071400CRJ9-ER & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.640800 0.000000 0.142800CVR580 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.033200 0.000000 0.005300CVR580 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.033200 0.000000 0.005300CVR580 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.066400 0.000000 0.010600

Calculated Flight Operations - [2015 Noise Exposure] page 1

ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHTDC910 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.018400DC910 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.018400DC910 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.056400 0.000000 0.036800DHC-2FLT A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002600 0.000000 0.000300DHC-2FLT D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002600 0.000000 0.000300DHC-2FLT & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005200 0.000000 0.000600DHC6 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.015000 0.000000 0.004200DHC6 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.015000 0.000000 0.004200DHC6 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.030000 0.000000 0.008400DHC8 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.010400 0.000000 0.001800DHC8 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.010400 0.000000 0.001800DHC8 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.020800 0.000000 0.003600DO228 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023300 0.000000 0.004100DO228 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023300 0.000000 0.004100DO228 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.046600 0.000000 0.008200ECLIPSE500 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.272100 0.000000 0.033500ECLIPSE500 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.272100 0.000000 0.033500ECLIPSE500 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.544200 0.000000 0.067000EMB120 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.019200 0.000000 0.008200EMB120 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.019200 0.000000 0.008200EMB120 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.038400 0.000000 0.016400EMB145 A &&&&&&&& & &&&&&&&& &&&&&&&& & 4.851000 0.000000 0.557000EMB145 D &&&&&&&& & &&&&&&&& &&&&&&&& & 4.851000 0.000000 0.557000EMB145 & &&&&&&&& & &&&&&&&& &&&&&&&& & 9.702000 0.000000 1.114000EMB175 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000GASEPF A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.002800GASEPF D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.002800GASEPF & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.056400 0.000000 0.005600GASEPV A &&&&&&&& & &&&&&&&& &&&&&&&& & 5.375200 0.000000 0.657400GASEPV D &&&&&&&& & &&&&&&&& &&&&&&&& & 5.378200 0.000000 0.657400GASEPV & &&&&&&&& & &&&&&&&& &&&&&&&& & 10.753400 0.000000 1.314800GII A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.010400 0.000000 0.000900GII D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.010400 0.000000 0.000900GII & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.020800 0.000000 0.001800GIV A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.350400 0.000000 0.040200GIV D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.570800 0.000000 0.065600GIV & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.921200 0.000000 0.105800GV A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.081800 0.000000 0.007100GV D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.081800 0.000000 0.007100GV & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.163600 0.000000 0.014200IA1125 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.097100 0.000000 0.013800IA1125 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.097100 0.000000 0.013800IA1125 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.194200 0.000000 0.027600LEAR35 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.681400 0.000000 0.083800LEAR35 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.681400 0.000000 0.083800LEAR35 & &&&&&&&& & &&&&&&&& &&&&&&&& & 1.362800 0.000000 0.167600MD83 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005400 0.000000 0.005400MD83 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005400 0.000000 0.005400MD83 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.010800 0.000000 0.010800MU3001 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.126100 0.000000 0.114200MU3001 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.126100 0.000000 0.114200MU3001 & &&&&&&&& & &&&&&&&& &&&&&&&& & 2.252200 0.000000 0.228400PA31 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.201200 0.000000 0.016800PA31 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.201200 0.000000 0.012300PA31 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.402400 0.000000 0.029100SD330 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.018400 0.000000 0.005100SD330 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034000 0.000000 0.002900SD330 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.052400 0.000000 0.008000B206L A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034500 0.000000 0.003800B206L D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034000 0.000000 0.003800B206L & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.068500 0.000000 0.007600B407 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002500 0.000000 0.000300B407 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002000 0.000000 0.000400B407 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.004500 0.000000 0.000700CH47D A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.019500 0.000000 0.002200CH47D D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.020000 0.000000 0.002200CH47D & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.039500 0.000000 0.004400EC130 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.042800 0.000000 0.003800EC130 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.042000 0.000000 0.003800EC130 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.084800 0.000000 0.007600R44 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011400 0.000000 0.001600R44 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.012000 0.000000 0.001600R44 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023400 0.000000 0.003200S70 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.161300 0.000000 0.017900S70 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.162000 0.000000 0.018000S70 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.323300 0.000000 0.035900&&&&&&&&&&&& A &&&&&&&& & 04 04APP & 11.549199 0.000000 1.609900&&&&&&&&&&&& D &&&&&&&& & 04 04DEP LT & 0.110200 0.000000 0.012700&&&&&&&&&&&& D &&&&&&&& & 04 04DEP ST & 11.659399 0.000000 1.622600&&&&&&&&&&&& D &&&&&&&& & 04 &&&&&&&& & 11.769599 0.000000 1.635300&&&&&&&&&&&& A &&&&&&&& & 04 &&&&&&&& & 11.549199 0.000000 1.609900


ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHT&&&&&&&&&&&& & &&&&&&&& & 04 &&&&&&&& & 23.318798 0.000000 3.245200&&&&&&&&&&&& A &&&&&&&& & 09 09APP & 0.091000 0.000000 0.011500&&&&&&&&&&&& D &&&&&&&& & 09 09-DEP & 0.094000 0.000000 0.011500&&&&&&&&&&&& D &&&&&&&& & 09 &&&&&&&& & 0.094000 0.000000 0.011500&&&&&&&&&&&& A &&&&&&&& & 09 &&&&&&&& & 0.091000 0.000000 0.011500&&&&&&&&&&&& & &&&&&&&& & 09 &&&&&&&& & 0.185000 0.000000 0.023000&&&&&&&&&&&& A &&&&&&&& & 18 18APP & 6.940300 0.000000 0.816500&&&&&&&&&&&& D &&&&&&&& & 18 18DEP LT & 0.007800 0.000000 0.000700&&&&&&&&&&&& D &&&&&&&& & 18 18DEP ST & 7.066900 0.000000 0.827400&&&&&&&&&&&& D &&&&&&&& & 18 &&&&&&&& & 7.074700 0.000000 0.828100&&&&&&&&&&&& A &&&&&&&& & 18 &&&&&&&& & 6.940300 0.000000 0.816500&&&&&&&&&&&& & &&&&&&&& & 18 &&&&&&&& & 14.015000 0.000000 1.644600&&&&&&&&&&&& A &&&&&&&& & 22 22APP & 12.454701 0.000000 1.816100&&&&&&&&&&&& D &&&&&&&& & 22 22D180L & 0.666500 0.000000 0.099500&&&&&&&&&&&& D &&&&&&&& & 22 22DEP ST & 11.788201 0.000000 1.715600&&&&&&&&&&&& D &&&&&&&& & 22 &&&&&&&& & 12.454701 0.000000 1.815100&&&&&&&&&&&& A &&&&&&&& & 22 &&&&&&&& & 12.454701 0.000000 1.816100&&&&&&&&&&&& & &&&&&&&& & 22 &&&&&&&& & 24.909403 0.000000 3.631200&&&&&&&&&&&& A &&&&&&&& & 27 27APP & 0.579800 0.000000 0.070900&&&&&&&&&&&& D &&&&&&&& & 27 27DEP & 0.579800 0.000000 0.070900&&&&&&&&&&&& D &&&&&&&& & 27 &&&&&&&& & 0.579800 0.000000 0.070900&&&&&&&&&&&& A &&&&&&&& & 27 &&&&&&&& & 0.579800 0.000000 0.070900&&&&&&&&&&&& & &&&&&&&& & 27 &&&&&&&& & 1.159600 0.000000 0.141800&&&&&&&&&&&& A &&&&&&&& & 36 36APP & 4.622400 0.000000 0.547600&&&&&&&&&&&& D &&&&&&&& & 36 36DEP LT & 0.495000 0.000000 0.073400&&&&&&&&&&&& D &&&&&&&& & 36 36DEP ST & 4.127399 0.000000 0.470600&&&&&&&&&&&& D &&&&&&&& & 36 &&&&&&&& & 4.622399 0.000000 0.544000&&&&&&&&&&&& A &&&&&&&& & 36 &&&&&&&& & 4.622400 0.000000 0.547600&&&&&&&&&&&& & &&&&&&&& & 36 &&&&&&&& & 9.244799 0.000000 1.091600&&&&&&&&&&&& A &&&&&&&& & WESTRAMP HELOAPP & 0.272000 0.000000 0.029600&&&&&&&&&&&& D &&&&&&&& & WESTRAMP HELODEPE & 0.136000 0.000000 0.014900&&&&&&&&&&&& D &&&&&&&& & WESTRAMP HELODEPS & 0.136000 0.000000 0.014900&&&&&&&&&&&& D &&&&&&&& & WESTRAMP &&&&&&&& & 0.272000 0.000000 0.029800&&&&&&&&&&&& A &&&&&&&& & WESTRAMP &&&&&&&& & 0.272000 0.000000 0.029600&&&&&&&&&&&& & &&&&&&&& & WESTRAMP &&&&&&&& & 0.544000 0.000000 0.059400&&&&&&&&&&&& & &&&&&&&& & OVF &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& D &&&&&&&& & &&&&&&&& &&&&&&&& & 36.725399 0.000000 4.919100&&&&&&&&&&&& A &&&&&&&& & &&&&&&&& &&&&&&&& & 36.367603 0.000000 4.886500&&&&&&&&&&&& T &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& V &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& F &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& X &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& & &&&&&&&& & &&&&&&&& &&&&&&&& & 73.092995 0.000000 9.805600




| Page 25

February 2016

2020 INM Operational Data Inputs

ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHT1900D A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.147400 0.000000 0.0222001900D D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.147400 0.000000 0.0222001900D & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.294800 0.000000 0.044400717200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.661700 0.000000 0.784000717200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.661700 0.000000 0.784000717200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 1.323400 0.000000 1.568000727200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002800 0.000000 0.000000727200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002800 0.000000 0.000000727200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005600 0.000000 0.000000737300 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800737300 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800737300 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.016400 0.000000 0.005600737800 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200737800 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200737800 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400747200 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200747200 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200747200 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400757PW A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200757PW D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200757PW & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400A320-211 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800A320-211 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.008200 0.000000 0.002800A320-211 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.016400 0.000000 0.005600BEC58P A &&&&&&&& & &&&&&&&& &&&&&&&& & 2.699400 0.000000 0.303000BEC58P D &&&&&&&& & &&&&&&&& &&&&&&&& & 2.699400 0.000000 0.303000BEC58P & &&&&&&&& & &&&&&&&& &&&&&&&& & 5.398800 0.000000 0.606000C130 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.082900 0.000000 0.009200C130 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.082900 0.000000 0.009200C130 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.165800 0.000000 0.018400CIT3 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.324300 0.000000 0.038200CIT3 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.324300 0.000000 0.028200CIT3 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.648600 0.000000 0.066400CL600 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CL601 A &&&&&&&& & &&&&&&&& &&&&&&&& & 7.065600 0.000000 0.884900CL601 D &&&&&&&& & &&&&&&&& &&&&&&&& & 7.065600 0.000000 0.884900CL601 & &&&&&&&& & &&&&&&&& &&&&&&&& & 14.131200 0.000000 1.769800CNA172 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA182 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA206 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.993800 0.000000 0.228700CNA206 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.993800 0.000000 0.228700CNA206 & &&&&&&&& & &&&&&&&& &&&&&&&& & 3.987600 0.000000 0.457400CNA208 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.752700 0.000000 0.214300CNA208 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.752700 0.000000 0.214300CNA208 & &&&&&&&& & &&&&&&&& &&&&&&&& & 3.505400 0.000000 0.428600CNA20T & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA441 A &&&&&&&& & &&&&&&&& &&&&&&&& & 3.348400 0.000000 0.411600CNA441 D &&&&&&&& & &&&&&&&& &&&&&&&& & 3.348400 0.000000 0.411600CNA441 & &&&&&&&& & &&&&&&&& &&&&&&&& & 6.696800 0.000000 0.823200CNA500 A &&&&&&&& & &&&&&&&& &&&&&&&& & 5.280800 0.000000 0.619700CNA500 D &&&&&&&& & &&&&&&&& &&&&&&&& & 5.280800 0.000000 0.619700CNA500 & &&&&&&&& & &&&&&&&& &&&&&&&& & 10.561600 0.000000 1.239400CNA510 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA525C & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA560XL & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA680 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CNA750 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000CRJ9-ER A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.424800 0.000000 0.087800CRJ9-ER D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.424800 0.000000 0.087800CRJ9-ER & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.849600 0.000000 0.175600CVR580 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.033400 0.000000 0.005300CVR580 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.033400 0.000000 0.005300CVR580 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.066800 0.000000 0.010600DC910 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.018400DC910 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028200 0.000000 0.018400DC910 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.056400 0.000000 0.036800DHC-2FLT & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000DHC6 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.007500 0.000000 0.002100DHC6 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.007500 0.000000 0.002100DHC6 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.015000 0.000000 0.004200DHC8 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.026000 0.000000 0.004300DHC8 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.026000 0.000000 0.003400DHC8 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.052000 0.000000 0.007700

Calculated Flight Operations - [2020 Future Contours] page 1

ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHTDO228 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023300 0.000000 0.004100DO228 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023300 0.000000 0.004100DO228 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.046600 0.000000 0.008200ECLIPSE500 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000EMB120 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000EMB145 A &&&&&&&& & &&&&&&&& &&&&&&&& & 2.425600 0.000000 0.278600EMB145 D &&&&&&&& & &&&&&&&& &&&&&&&& & 2.425600 0.000000 0.278600EMB145 & &&&&&&&& & &&&&&&&& &&&&&&&& & 4.851200 0.000000 0.557200EMB175 A &&&&&&&& & &&&&&&&& &&&&&&&& & 2.459800 0.000000 0.290800EMB175 D &&&&&&&& & &&&&&&&& &&&&&&&& & 2.459800 0.000000 0.290800EMB175 & &&&&&&&& & &&&&&&&& &&&&&&&& & 4.919600 0.000000 0.581600GASEPF A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028800 0.000000 0.003000GASEPF D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.028800 0.000000 0.003000GASEPF & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.057600 0.000000 0.006000GASEPV A &&&&&&&& & &&&&&&&& &&&&&&&& & 5.452900 0.000000 0.638900GASEPV D &&&&&&&& & &&&&&&&& &&&&&&&& & 5.452900 0.000000 0.668900GASEPV & &&&&&&&& & &&&&&&&& &&&&&&&& & 10.905800 0.000000 1.307800GII & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000GIV A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.427900 0.000000 0.047600GIV D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.697100 0.000000 0.077600GIV & &&&&&&&& & &&&&&&&& &&&&&&&& & 1.125000 0.000000 0.125200GV & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000IA1125 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.098200 0.000000 0.013800IA1125 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.098200 0.000000 0.013800IA1125 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.196400 0.000000 0.027600LEAR35 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.687800 0.000000 0.084800LEAR35 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.687800 0.000000 0.084800LEAR35 & &&&&&&&& & &&&&&&&& &&&&&&&& & 1.375600 0.000000 0.169600MD83 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.045800 0.000000 0.045800MD83 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.045800 0.000000 0.045800MD83 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.091600 0.000000 0.091600MU3001 A &&&&&&&& & &&&&&&&& &&&&&&&& & 1.136100 0.000000 0.115700MU3001 D &&&&&&&& & &&&&&&&& &&&&&&&& & 1.136100 0.000000 0.115700MU3001 & &&&&&&&& & &&&&&&&& &&&&&&&& & 2.272200 0.000000 0.231400PA31 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.206300 0.000000 0.017500PA31 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.206300 0.000000 0.017500PA31 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.412600 0.000000 0.035000SD330 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.018800 0.000000 0.005100SD330 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034800 0.000000 0.002900SD330 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.053600 0.000000 0.008000C118 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002600 0.000000 0.000200C118 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002600 0.000000 0.000200C118 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005200 0.000000 0.000400C17 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.044600 0.000000 0.005000C17 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.044600 0.000000 0.005000C17 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.089200 0.000000 0.010000F-18 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.077800 0.000000 0.008600F-18 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.077800 0.000000 0.008600F-18 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.155600 0.000000 0.017200F16A A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200F16A D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200F16A & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.022400 0.000000 0.002400OV10A A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005600 0.000000 0.000600OV10A D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005600 0.000000 0.000600OV10A & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011200 0.000000 0.001200T42 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000B206L A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034100 0.000000 0.003800B206L D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.034080 0.000000 0.003760B206L & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.068180 0.000000 0.007560B407 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002500 0.000000 0.000300B407 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.002500 0.000000 0.000400B407 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.005000 0.000000 0.000700CH47D A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.019500 0.000000 0.002200CH47D D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.020000 0.000000 0.002200CH47D & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.039500 0.000000 0.004400EC130 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.042800 0.000000 0.003800EC130 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.042000 0.000000 0.003800EC130 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.084800 0.000000 0.007600R44 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.011400 0.000000 0.001600R44 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.012000 0.000000 0.001600R44 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.023400 0.000000 0.003200S70 A &&&&&&&& & &&&&&&&& &&&&&&&& & 0.161300 0.000000 0.017900S70 D &&&&&&&& & &&&&&&&& &&&&&&&& & 0.162000 0.000000 0.018000


ACFT OP PROFILE S RWY TRACK S GRP DAY EVENING NIGHTS70 & &&&&&&&& & &&&&&&&& &&&&&&&& & 0.323300 0.000000 0.035900&&&&&&&&&&&& A &&&&&&&& & 04 04APP & 11.776702 0.000000 1.742900&&&&&&&&&&&& D &&&&&&&& & 04 04DEP LT & 0.134600 0.000000 0.015000&&&&&&&&&&&& D &&&&&&&& & 04 04DEP ST & 11.911302 0.000000 1.757000&&&&&&&&&&&& D &&&&&&&& & 04 &&&&&&&& & 12.045901 0.000000 1.772000&&&&&&&&&&&& A &&&&&&&& & 04 &&&&&&&& & 11.776702 0.000000 1.742900&&&&&&&&&&&& & &&&&&&&& & 04 &&&&&&&& & 23.822603 0.000000 3.514900&&&&&&&&&&&& A &&&&&&&& & 09 09APP & 0.095300 0.000000 0.011700&&&&&&&&&&&& D &&&&&&&& & 09 09-DEP & 0.095300 0.000000 0.011700&&&&&&&&&&&& D &&&&&&&& & 09 &&&&&&&& & 0.095300 0.000000 0.011700&&&&&&&&&&&& A &&&&&&&& & 09 &&&&&&&& & 0.095300 0.000000 0.011700&&&&&&&&&&&& & &&&&&&&& & 09 &&&&&&&& & 0.190600 0.000000 0.023400&&&&&&&&&&&& A &&&&&&&& & 18 18APP & 7.167301 0.000000 0.847900&&&&&&&&&&&& D &&&&&&&& & 18 18DEP LT & 0.008000 0.000000 0.000700&&&&&&&&&&&& D &&&&&&&& & 18 18DEP ST & 7.175301 0.000000 0.838600&&&&&&&&&&&& D &&&&&&&& & 18 &&&&&&&& & 7.183300 0.000000 0.839300&&&&&&&&&&&& A &&&&&&&& & 18 &&&&&&&& & 7.167301 0.000000 0.847900&&&&&&&&&&&& & &&&&&&&& & 18 &&&&&&&& & 14.350601 0.000000 1.687200&&&&&&&&&&&& A &&&&&&&& & 22 22APP & 12.762100 0.000000 1.971000&&&&&&&&&&&& D &&&&&&&& & 22 22D180L & 1.419700 0.000000 0.166600&&&&&&&&&&&& D &&&&&&&& & 22 22DEP ST & 11.342401 0.000000 1.834400&&&&&&&&&&&& D &&&&&&&& & 22 &&&&&&&& & 12.762100 0.000000 2.001000&&&&&&&&&&&& A &&&&&&&& & 22 &&&&&&&& & 12.762100 0.000000 1.971000&&&&&&&&&&&& & &&&&&&&& & 22 &&&&&&&& & 25.524200 0.000000 3.972000&&&&&&&&&&&& A &&&&&&&& & 27 27APP & 0.587900 0.000000 0.072100&&&&&&&&&&&& D &&&&&&&& & 27 27DEP & 0.587900 0.000000 0.072100&&&&&&&&&&&& D &&&&&&&& & 27 &&&&&&&& & 0.587900 0.000000 0.072100&&&&&&&&&&&& A &&&&&&&& & 27 &&&&&&&& & 0.587900 0.000000 0.072100&&&&&&&&&&&& & &&&&&&&& & 27 &&&&&&&& & 1.175800 0.000000 0.144200&&&&&&&&&&&& A &&&&&&&& & 36 36APP & 4.693500 0.000000 0.558600&&&&&&&&&&&& D &&&&&&&& & 36 36DEP LT & 1.037900 0.000000 0.121700&&&&&&&&&&&& D &&&&&&&& & 36 36DEP ST & 3.655600 0.000000 0.433300&&&&&&&&&&&& D &&&&&&&& & 36 &&&&&&&& & 4.693500 0.000000 0.555000&&&&&&&&&&&& A &&&&&&&& & 36 &&&&&&&& & 4.693500 0.000000 0.558600&&&&&&&&&&&& & &&&&&&&& & 36 &&&&&&&& & 9.386999 0.000000 1.113600&&&&&&&&&&&& A &&&&&&&& & WESTRAMP HELOAPP & 0.271600 0.000000 0.029600&&&&&&&&&&&& D &&&&&&&& & WESTRAMP HELODEPE & 0.136290 0.000000 0.014880&&&&&&&&&&&& D &&&&&&&& & WESTRAMP HELODEPS & 0.136290 0.000000 0.014880&&&&&&&&&&&& D &&&&&&&& & WESTRAMP &&&&&&&& & 0.272580 0.000000 0.029760&&&&&&&&&&&& A &&&&&&&& & WESTRAMP &&&&&&&& & 0.271600 0.000000 0.029600&&&&&&&&&&&& & &&&&&&&& & WESTRAMP &&&&&&&& & 0.544180 0.000000 0.059360&&&&&&&&&&&& & &&&&&&&& & OVF &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& D &&&&&&&& & &&&&&&&& &&&&&&&& & 37.640583 0.000000 5.280859&&&&&&&&&&&& A &&&&&&&& & &&&&&&&& &&&&&&&& & 37.354401 0.000000 5.233799&&&&&&&&&&&& T &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& V &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& F &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& X &&&&&&&& & &&&&&&&& &&&&&&&& & 0.000000 0.000000 0.000000&&&&&&&&&&&& & &&&&&&&& & &&&&&&&& &&&&&&&& & 74.994980 0.000000 10.514660




| Page 25

February 2016

Appendix E

Supplemental Community Sound

Measurements

Evansville Regional Airport Supplemental Community Noise Measurements

DRAFT

HMMH Project No. 307890

December 2015

Prepared for: CHA Consulting, Inc.

Prepared by:

Justin Divens, HMMH

HMMH

77 South Bedford Street Burlington, MA 01803

T 781.229.0707 F 781.229.7939

Evansville Regional Airport Supplemental Community Noise Measurements - DRAFT

iii

Contents 1 Introduction to Noise Terminology ................................................................................................. 1 1.1 Decibel ................................................................................................................................................ 1 1.2 A-Weighted Decibel, dBA ................................................................................................................... 1 1.3 Maximum A-Weighted Sound Level, Lmax ........................................................................................... 2 1.4 Equivalent A-Weighted Sound Level, Leq ........................................................................................... 3 1.5 Day-Night Average Sound Level, DNL ............................................................................................... 4 2 Noise Measurements ........................................................................................................................ 6 2.1 Measurement Program Objectives ..................................................................................................... 6 2.2 Measurement Program Design and Execution ................................................................................... 6 2.2.1 Measurement Site Selection ............................................................................................................... 6 2.2.2 Measurement Procedures and Equipment ......................................................................................... 6 2.3 Day-Night Average Sound Level Results ........................................................................................... 9 2.4 Site-by-Site Results ............................................................................................................................ 9 2.4.1 Presentation of Lmax Measurements ................................................................................................... 9 2.4.2 Presentation of Leq Results ................................................................................................................. 9 2.4.3 Site 1 – Millersburg Road ................................................................................................................. 10 2.4.4 Site 2 – 8240 Whetstone Road ......................................................................................................... 15 2.4.5 Site 3 – 2621 Malibu Drive................................................................................................................ 21 2.4.6 Site 4 – Malibu Drive & Caribou Drive .............................................................................................. 27 2.4.7 Site 5 – Hedden Road ..................................................................................................................... 32


iv

Figures Figure 1. A-Weighting Frequency Response .......................................................................................... 2 Figure 2. Variation in A-Weighted Sound Level over Time and Maximum Noise Level ..................... 2 Figure 3. Common Environmental Sound Levels, in dBA ..................................................................... 3 Figure 4. Example of a 15-Second Equivalent Sound Level ................................................................. 3 Figure 5. Example of a Day-Night Average Sound Level Calculation .................................................. 5 Figure 6. Examples of Measured Day-Night Average Sound Levels, DNL ........................................... 5 Figure 7. Noise Measurement Locations ................................................................................................. 8 Figure 8. Site 1 Measured Maximum A-weighted Levels ..................................................................... 11 Figure 9. Site 1 Measured Noise Levels (Leq), Full Duration ................................................................ 12 Figure 10. Site 1 Measured Hourly Noise Levels (Leq), Full Duration ................................................. 13 Figure 11. Site 1 Measured Hourly Noise Levels (Leq), Calendar Days............................................... 13 Figure 12. Site 2 Measured Maximum A-Weighted Levels ................................................................... 16 Figure 13. Site 2 Measured Noise Levels (Leq), Full Duration .............................................................. 17 Figure 15. Site 2 Measured Hourly Noise Levels (Leq), Calendar Days............................................... 18 Figure 16. Site 3 Measured Maximum A-Weighted Levels ................................................................... 22 Figure 17. Site 3 Measured Noise Levels (Leq), Full Duration .............................................................. 23 Figure 18. Site 3 Measured Hourly Noise Levels (Leq), Full Duration ................................................. 24 Figure 19. Site 3 Measured Hourly Noise Levels (Leq), Calendar Days............................................... 24 Figure 20. Site 4 Measured Maximum A-Weighted Levels ................................................................... 28 Figure 21. Site 4 Measured Noise Levels (Leq), Full Duration .............................................................. 29 Figure 22. Site 4 Measured Hourly Noise Levels (Leq), Full Duration ................................................. 30 Figure 23. Site 4 Measured Hourly Noise Levels (Leq), Calendar Days............................................... 30 Figure 24. Site 5 Measured Maximum A-Weighted Levels ................................................................... 33 Figure 25. Site 5 Measured Noise Levels (Leq), Full Duration .............................................................. 34 Figure 26. Site 5 Measured Hourly Noise Levels (Leq), Full Duration ................................................. 35 Figure 27. Site 5 Measured Hourly Noise Levels (Leq), Calendar Days............................................... 35


v

Tables Table 1. Summary of Noise Measurement Site Visits, November 9 – 12, 2015 .................................... 7 Table 2. Summary of Day-Night Average Sound level (DNL) Measurements ...................................... 9


1

1 Introduction to Noise Terminology This report uses the following five primary noise terms or “metrics:”

Decibel, dB A-Weighted Decibel, dBA Maximum A-Weighted Sound Level, Lmax Equivalent A-Weighted Sound Level, Leq Day-Night Average Sound Level, DNL

The Federal Aviation Administration (FAA) requires that airports use these noise metrics for airport environmental studies.1

1.1 Decibel All sounds come from a source – a musical instrument, a voice speaking, an airplane passing overhead, etc. It takes energy to produce sound. The sound energy produced by any source travels through the air in sound waves – tiny, quick pressure oscillations just above and just below atmospheric pressure. Our ears sense these pressure variations and – with processing in our brain – translate them into “sound.” The loudest sounds that we can hear without pain contain about one million times more energy than the quietest sounds we can detect. To allow us to perceive sound over this very wide range, our auditory system compresses our response in a complex manner, represented by a term called sound pressure level (SPL), which we express in units called decibels (dB).

1.2 A-Weighted Decibel, dBA An important characteristic of sound is its frequency, or "pitch.” This is the per-second oscillation rate of the sound pressure variation at our ear, expressed in units known as Hertz (Hz). When analyzing the total noise of any source, acousticians often break the noise into frequency components (or bands) to consider the “low,” “medium,” and “high” frequency components. This breakdown is important for two reasons:

Our ear is better equipped to hear mid and high frequencies and is least sensitive to lower frequencies. Thus, we find mid- and high-frequency noise more annoying.

Engineering solutions to noise problems differ with frequency content. Low-frequency noise is generally harder to control.

The normal frequency range of hearing for most people extends from a low of about 20 Hz to a high of about 10,000 to 15,000 Hz. Most people respond to sound most readily in the frequency range from approximately 1,000 to 5,000 Hz. The acoustical community has defined several “filters,” which approximate this sensitivity of our ear and thus, help us to judge the relative loudness of various sounds made up of many different frequencies. The so-called "A" filter (“A weighting”) generally does the best job of matching human response to most environmental noise sources, including natural sounds and sound from common transportation sources. 1 Part 150 of Title 14 of the Code of Federal Regulations (14 CFR Part 150), “Airport Noise Compatibility Planning,” sets out this requirement in §150.9, “Designation of noise systems.”


2

“A-weighted decibels” are abbreviated “dBA.” The U. S. Environmental Protection Agency (EPA) and nearly every other federal and state agency (including the FAA) have adopted A-weighted decibels as the metric for use in describing environmental and transportation noise. Figure 1 depicts A-weighting adjustments to sound from approximately 20 Hz to 10,000 Hz.

Figure 1. A-Weighting Frequency Response

Source: Extract from Harris, Cyril M., Editor, “Handbook of Acoustical Measurements and Control,” McGraw-Hill, Inc., 1991, pg. 5.13; HMMH

As the figure shows, A-weighting significantly de-emphasizes noise content below and above 1,000 and 5,000 Hz, where our hearing is least sensitive. All decibel levels presented in this report are A-weighted.

1.3 Maximum A-Weighted Sound Level, Lmax An additional dimension to environmental noise is that A-weighted levels vary with time. For example, the sound level increases as a car or aircraft approaches, then falls and blends into the background as the source recedes into the distance. The background or “ambient” level continues to vary in the absence of a distinctive source, for example due to birds chirping, insects buzzing, leaves rustling, etc. It is often convenient to describe a particular noise "event" (such as a vehicle passing by, a dog barking, etc.) by its maximum sound level, abbreviated as Lmax. Figure 2 depicts this concept, for a hypothetical noise event with an Lmax of approximately 102 dB.

Figure 2. Variation in A-Weighted Sound Level over Time and Maximum Noise Level

Source: HMMH

Figure 3 presents typical A-weighted sound levels of several common environmental sources.


3

Figure 3. Common Environmental Sound Levels, in dBA

Source: HMMH

1.4 Equivalent A-Weighted Sound Level, Leq The Equivalent Sound Level, abbreviated Leq, is a measure of the exposure resulting from the accumulation of sound levels over a particular period of interest; e.g., one hour, an eight-hour school day, nighttime, or a full 24-hour day. Leq plots for consecutive hours can help illustrate how the noise dose rises and falls over a day or how a few loud aircraft significantly affect some hours. Leq may be thought of as the constant sound level over the period of interest that would contain as much sound energy as the actual varying level. It is a way of assigning a single number to a time-varying sound level. Figure 4 illustrates this concept for the same hypothetical event shown in Figure 2. Note that the Leq is lower than the Lmax.

Figure 4. Example of a 15-Second Equivalent Sound Level

Source: HMMH


4

1.5 Day-Night Average Sound Level, DNL The FAA requires that airports use a measure of noise exposure that is slightly more complicated than Leq to describe cumulative noise exposure – the Day-Night Average Sound Level, DNL. The U.S. Environmental Protection Agency identified DNL as the most appropriate means of evaluating airport noise based on the following considerations.2

The measure should be applicable to the evaluation of pervasive long-term noise in various defined areas and under various conditions over long periods.

The measure should correlate well with known effects of the noise environment and on individuals and the public.

The measure should be simple, practical, and accurate. In principal, it should be useful for planning as well as for enforcement or monitoring purposes.

The required measurement equipment, with standard characteristics, should be commercially available.

The measure should relate closely to existing methods currently in use. The single measure of noise at a given location should be predictable, within an acceptable

tolerance, from knowledge of the physical events producing the noise. The measure should lend itself to small, simple monitors, which can operate unattended in public

areas for long periods. Most federal agencies dealing with noise have formally adopted DNL. The Federal Interagency Committee on Noise (FICON) reaffirmed the appropriateness of DNL in 1992. The FICON summary report stated; “There are no new descriptors or metrics of sufficient scientific standing to substitute for the present DNL cumulative noise exposure metric.”3 In simple terms, DNL is the 24-hour Leq with one adjustment; all noises occurring at night (defined as 10 p.m. through 7 a.m.) are increased by 10 dB, to reflect the added intrusiveness of nighttime noise events when background noise levels decrease. In calculating aircraft exposure, this 10 dB “penalty” is mathematically identical to counting each nighttime aircraft noise event ten times. Figure 5 graphically depicts the manner in which the nighttime adjustment applies in calculating DNL. Part 150 Appendix A presents land use compatibility guidelines as a function of DNL values. Those guidelines identify all land uses – including residential – to be compatible with aircraft-related noise exposure below 65 dB DNL.

2 “Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety,” U. S. EPA Report No. 550/9-74-004, March 1974. 3 “Federal Agency Review of Selected Airport Noise Analysis Issues,” FICON, 1992.


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Figure 5. Example of a Day-Night Average Sound Level Calculation

Source: HMMH

Figure 6 presents representative outdoor DNL values measured at various U.S. locations.

Figure 6. Examples of Measured Day-Night Average Sound Levels, DNL

Source: U.S. Environmental Protection Agency, “Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety,” March 1974, p.14.


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2 Noise Measurements This section summarizes the supplemental community noise measurement program conducted for Evansville Regional Airport (EVV) over the four-day period of November 9 – 12, 2015. Section 2.1 summarizes the measurement program objectives. Section 2.2 summarizes measurement program design and execution. Section 2.3 presents a summary of the DNL measurements. Section 9 presents site-by-site single event and cumulative exposure results.

2.1 Measurement Program Objectives This measurement program was requested by the community to provide comparative aircraft and non-aircraft noise level data. The consulting team, consisting of HMMH and CHA Consulting, Inc. (CHA), identified the following primary objectives:

Illustrating the effect of existing operations Comparing aircraft and non-aircraft noise levels Sampling cumulative exposure over multiple days at a few key locations Documenting noise exposure patterns over a sample of days

As noted in the scope of services for this assignment, since field measurements vary widely with wind and weather conditions, runway use, the models of aircraft operating at the time, and non-aircraft (i.e., background) noise levels, the FAA considers noise measurements to be anecdotal information.

2.2 Measurement Program Design and Execution To accomplish the measurement objectives, HMMH and CHA staff conducted noise measurements from November 9 – 12, 2015, at the five locations shown on Figure 7. 2.2.1 Measurement Site Selection EVV and the consulting team selected measurement locations that included several neighborhoods to the north of the airport. Site-selection criteria included:

Sites were in residential areas, to focus on the most sensitive land use. Sites representing each neighborhood were in the sections of those neighborhoods that were

closest to Runway 22, to represent the residences most influenced by aircraft noise. Sites were at a variety of distances and angles to Runway 22, to assist in assessing variation. In each general measurement area, pragmatic reasons determined specific sites, such as: (1)

reasonable isolation from unusual non-aircraft levels, (2) equipment security, (3) measurement staff access, and (4) line-of-sight views from the microphone to the most common flight paths, to avoid acoustic shielding and to permit the measurement staff to observe and log the activity.

The overall objective was to select sites that provided representative data for each of the neighborhoods most affected by Runway 22 operations. 2.2.2 Measurement Procedures and Equipment Measurements were conducted in accordance with requirements of Part 150 §A150.5 “Noise measurement procedures and equipment,” using HMMH-owned Brüel & Kjær 2250 sound level


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monitors. These instruments are portable devices capable of long-term unattended operation. The monitors meet American National Standards Institute (ANSI) S1.4-1983 (R2006)/ANSI S1.4a-1985 (R2006) standards for Type 1 “precision” sound level meters, which exceed Part 150 accuracy requirements. HMMH staff calibrated every monitor in the field before and after each of the measurement sessions. The calibrations are traceable to the United States National Institute of Standards and Technology ("NIST"). The monitors measure cumulative exposure levels, such as hourly equivalent sound level (Leq) and the 24-hour day-night average sound level (DNL), and noise levels associated with individual aircraft events, including maximum sound level (Lmax) and sound exposure level (SEL). All measurements were A-weighted, as required in Part 150 Section A150.5. The units operated on a 24-hour basis during the measurement session, with short breaks for relocation, battery changes, calibrations, and other maintenance requirements. Two consulting team staff members conducted the measurements. To the extent feasible during daylight hours, the staff spent time at the monitoring locations to observe and log aircraft and non-aircraft noise-producing events, weather data, and other relevant information. The clocks on each of the noise monitors were time-synchronized to facilitate the correlation of aircraft noise events measured at multiple sites and of aircraft noise events with flight events. Table 1 lists the monitoring locations, the dates and times of measurements, and the number of hours of monitoring and observations at each site. Overall, the monitoring program encompassed approximately 287 hours of measurements and 49 hours of observations at the five locations.

Table 1. Summary of Noise Measurement Site Visits, November 9 – 12, 2015 Source: HMMH, November 2015

Site # Address1 Start End Approximate Hours Date Time Date Time Monitored Observed2

1 Millersburg Road 11/09/2015 14:02 11/10/2015 16:41 26.7 0.0 2 8240 Whetstone Road 11/09/2015 15:23 11/12/2015 14:17 70.9 24.6 3 2621 Malibu Drive 11/09/2015 14:28 11/12/2015 14:32 72.1 0.0 4 Malibu Drive & Caribou Drive 11/10/2015 17:05 11/12/2015 14:41 45.6 15.3 5 Hedden Road 11/09/2015 15:06 11/12/2015 14:57 71.9 9.4

Total 287.1 49.2 Notes: 1 – Addresses may be approximate, as some monitors were not at specific residences. See Figure 7 for detailed location mapping. 2 – Observation locations were chosen to maximize view of airport operations, and be representative of each neighborhood.


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Figure 7. Noise Measurement Locations

Source: HMMH, November 2015


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2.3 Day-Night Average Sound Level Results Table 2 summarizes the DNL measurement results at the five measurement locations. These measurements reflect noise contributions from all sources, including aircraft and non-aircraft.

Table 2. Summary of Day-Night Average Sound level (DNL) Measurements Source: HMMH, November 2015

Site # Daily DNL (dBA) Overall DNL 2

(dBA) Monday November 9

Tuesday November 10

Wednesday November 11

Thursday November 12

1 651 671 -- -- 66 2 611 59 60 601 60 3 611 59 64 611 62 4 -- 621 63 591 62 5 571 55 59 581 58

Notes: 1 – DNL for partial days calculated using proper weighting of day and night contributions. 2 – Overall DNL incorporates partial days using proper weighting of day and night contributions.

2.4 Site-by-Site Results This section provides site-by-site discussions of the measurement results. The summaries present maximum (Lmax) and equivalent sound level (Leq) results in graphical form, as described below. 2.4.1 Presentation of Lmax Measurements Lmax measurements provide a basis for comparing noise produced by aircraft and non-aircraft sources at a site, and for comparing single event levels among sites. For each measurement location, a figure presents Lmax data in a “thermometer” form. The ranges of Lmax values for observed aircraft operations (and for any events caused by non-aircraft sources measured at the site) are shown on the thermometer figure. Through post-processing, HMMH identified a “noise event” – regardless of source – when the measured level exceeded a moving-average threshold for at least five seconds. The moving-average threshold is calculated as the 50th centile of the measured level over a surrounding twenty-minute period, plus five decibels. Consistent with accepted practice, these decibel-level and time-duration thresholds are as non-restrictive as reasonable, to maximize the number of noise events captured; i.e., set as low as possible without being so low that background noise would cause events to merge together. The thresholds have no effect on the cumulative noise exposure measurements; i.e., Leq or DNL; which include all noise measured during the referenced periods. 2.4.2 Presentation of Leq Results For each measurement location, a figure presents the full-duration of one-second Leq data measured. These figures are useful in illustrating the overall variation and pattern during the measurement period. Each site discussion also includes figures that graphically present hourly Leq results in two formats: (1) for the full period of measurement and (2) for each calendar day. For any days with fewer than 24 hours of data, the DNL calculations take into account the proper weighting of day and night hours. The hours indicated on the figures represent the starting time of the measurement interval; e.g., hour 10 is the hour starting at 10 a.m. The figures use a 24-hour clock (“military time”), where the hour starting at 1 p.m. is hour 13; 2 p.m. is hour 14, through the hour starting at 11 p.m., which is hour 23.


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2.4.3 Site 1 – Millersburg Road Site 1 is located approximately 950 feet northwest of the Runway 4/22 centerline, and approximately 2,400 feet west-southwest of the Runway 22 approach end. The monitor was set up on a site at the end of Millersburg Road that the airport recently acquired. The former structure on the property has been removed, and only the concrete foundation remains. The monitor was set up between the foundation and Indiana Route 57. The small community to the northwest of the monitor was small, with little vehicular traffic noise. However, after approximately one day of measurements, it was determined that Route 57 contributed a significant amount of traffic noise, which affected the overall levels. Therefore, the monitor was relocated (to Site 4), which allowed five locations to be measured with four noise monitors. Arrivals and departures to and from Runway 22 were the principal aircraft operations affecting the site during the measurements. These sources include start-of-takeoff-roll thrust from jet departures on Runway 22, reverse thrust from jet arrivals to Runway 22, and taxi activity associated with Runway 22 departures and Runway 4 arrivals. Other monitored operations include arrivals and departures to and from Runway 4, and occasional single-engine propeller operations on Runway 18/36 or Runway 9/27. As shown in Figure 8, commercial jet aircraft generally produced the highest Lmax levels at Site 1 with an average Lmax level of approximately 73 dBA. Most of the “Non-Aircraft” events were in the 60 – 70 Lmax dBA range, and were generally traffic events from Indiana Route 57. Of the approximately 27 hours monitored, 25 were full hours. As shown in Figure 10, the hourly Leq ranged approximately from 50 to 67 dBA. For easier detailed review, Figure 11 presents the hourly data for each calendar day. The highest hourly Leq was for the hour starting at 7 p.m. (1900) on November 9, with similarly high levels at 6 a.m. (0600) on November 10. The measured hourly levels follow a typical daily pattern, falling during late-night hours, increasing in the morning, usually starting around 6 a.m. (0600 hour), and remaining high until the evening, through the hour starting at 8 p.m. (2000). This type of pattern is very common at locations affected by human activity – whether it relates to aircraft operations, surface traffic, or other community sources, and occurred at the other measurement locations. The overall measured DNL at Site 1 was 66 dBA, the highest overall DNL measured, four decibels higher than Site 3 and Site 4, and eight decibels above Site 5 (the site with the lowest overall DNL). As noted previously, this DNL measurement includes noise contributions from all sources – aviation and non-aviation. The measured DNL was significantly affected by Route 57 traffic noise. Based on staff observations at the site and comparisons to measurements at other sites (e.g. essentially simultaneous measurements at adjacent Site 2), it is reasonable to assume that aircraft-only exposure was below 65 dB DNL.


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Figure 8. Site 1 Measured Maximum A-weighted Levels



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Figure 9. Site 1 Measured Noise Levels (Leq), Full Duration



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Figure 10. Site 1 Measured Hourly Noise Levels (Leq), Full Duration


Figure 11. Site 1 Measured Hourly Noise Levels (Leq), Calendar Days


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Figure 11 cont. Site 1 Measured Hourly Noise Levels (Leq), Calendar Days

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2.4.4 Site 2 – 8240 Whetstone Road Site 2 is located approximately 1,100 feet northwest of Runway 4/22 centerline, and approximately 1,600 feet west-southwest of the Runway 22 approach end. The monitor was set up on an airport-owned open parcel of property adjacent to Whetstone Road. This site had the best line-of-sight to the airfield and was slightly above airport elevation. This site was in a small community with little vehicular traffic. Arrivals and departures to and from Runway 22 were the principal aircraft operations affecting the site during the measurements. This includes start-of-takeoff-roll thrust from jet departures on Runway 22, reverse thrust from jet arrivals to Runway 22, and taxi activity associated with Runway 22 departures and Runway 4 arrivals. Other monitored operations include arrivals and departures to and from Runway 4, and occasional single-engine propeller operations on Runway 18/36 or Runway 9/27. As shown in Figure 12, commercial jet aircraft generally produced the highest Lmax levels at Site 2 with an average Lmax level of approximately 75 dBA. Most of the “Non-Aircraft” events were in the 55 – 65 Lmax dBA range, and were generally traffic events from Indiana Route 57. These traffic events are approximately five decibels lower than at Site 1. Of the approximately 71 hours monitored, 70 were full hours. As shown in Figure 14, the hourly Leq ranged approximately from 38 to 65 dBA. For easier detailed review, Figure 15 presents the hourly data for each calendar day. The highest hourly Leq at Site 2 was for the hour starting at 7 p.m. (1900) on November 9. The measured hourly levels follow a typical daily pattern, falling during late-night hours, increasing in the morning, usually starting around 6 a.m. (0600 hour), and remaining high until the evening, through the hour starting at 9 p.m. (2100). This type of pattern is very common at locations affected by human activity – whether it relates to aircraft operations, surface traffic, or other community sources, and occurred at the other measurement locations. The overall measured DNL at Site 2 was 60 dBA, six decibels lower than Site 1 (the site with the highest overall DNL), and two decibels above Site 5 (the site with the lowest overall DNL). As noted previously, this DNL measurement includes noise contributions from all sources – aviation and non-aviation.


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Figure 12. Site 2 Measured Maximum A-Weighted Levels



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2.4.5 Site 3 – 2621 Malibu Drive Site 3 is located approximately 975 feet northwest of Runway 4/22 extended centerline, and approximately 1,000 feet northwest of the Runway 22 approach end. The monitor was set up in the side yard of a single-family residence, approximately 30 feet from the garage, 35 feet from the neighboring house, and 60 feet from a local road. This site was in a small community with little vehicular traffic. The proximity to two houses makes it somewhat susceptible to noise from human activity. Arrivals and departures to and from Runway 22 were the principal aircraft operations affecting the site during the measurements. This includes start-of-takeoff-roll thrust from jet departures on Runway 22, reverse thrust from jet arrivals to Runway 22, and taxi activity associated with Runway 22 departures. Other monitored operations include arrivals and departures to and from Runway 4, and occasional single-engine propeller operations on Runway 18/36 or Runway 9/27. As shown in Figure 16, commercial jet aircraft generally produced the highest Lmax levels at Site 3 with an average Lmax level of approximately 71 dBA. Most of the “Non-Aircraft” events were in the 60 – 65 Lmax dBA range, and were generally traffic events from Indiana Route 57. The highest “Non-Aircraft” event Lmax level was caused by the homeowner using lawn equipment, as described below. Of the approximately 72 hours monitored, 71 were full hours. As shown in Figure 18, the hourly Leq ranged approximately from 44 to 74 dBA. For easier detailed review, Figure 19 presents the hourly data for each calendar day. The highest hourly Leq was for the hour starting at 1 p.m. (1300) on November 11. Later that afternoon, the homeowner of Site 3 alerted the consulting team that he had used a leaf blower and mulched leaves that afternoon. The homeowner did not indicate a time, but it is probable that that activity took place sometime between 1 p.m. and 3 p.m., causing the abnormally high Leq during those hours. The measured hourly levels follow a typical daily pattern, falling during late-night hours, increasing in the morning, usually starting around 6 a.m. (0600 hour), and remaining high until the evening, through the hour starting at 9 p.m. (2100). This type of pattern is very common at locations affected by human activity – whether it relates to aircraft operations, surface traffic, or other community sources, and occurred at the other measurement locations. The overall measured DNL at Site 3 was 62 dBA, four decibels lower than Site 1 (the site with the highest overall DNL), and four decibels above Site 5 (the site with the lowest overall DNL). As noted previously, this DNL measurement includes noise contributions from all sources – aviation and non-aviation.


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2.4.6 Site 4 – Malibu Drive & Caribou Drive Site 4 is located approximately 1,200 feet northwest of Runway 4/22 extended centerline, and approximately 1,500 feet north-northwest of the Runway 22 approach end. The monitor was set up in an open field, adjacent to the single-family residence at the corner of Malibu Drive and Caribou Drive. The monitor was approximately 135 feet from the nearest house, and approximately 325 feet from Indiana route 57. This site was in a small community with little vehicular traffic. Arrivals and departures to and from Runway 22 were the principal aircraft operations affecting the site during the measurements. This includes start-of-takeoff roll thrust from jet departures on Runway 22, reverse thrust from jet arrivals to Runway 22, and taxi activity associated with Runway 22 departures. Other monitored operations include arrivals and departures to and from Runway 4, and occasional single-engine propeller operations on Runway 18/36 or Runway 9/27. As shown in Figure 20, commercial jet aircraft generally produced the highest Lmax levels at Site 4 with an average Lmax level of approximately 69 dBA. Propeller aircraft were also influential at this location, though much less common, with an average Lmax level of approximately 68 dBA. Most of the “Non-Aircraft” events were in the 60 – 65 Lmax dBA range, and were generally traffic events from Indiana Route 57. There were also a number of “Non-Aircraft” events triggered by children playing at an adjacent property, particularly on November 11, 2015. Of the approximately 46 hours monitored, 44 were full hours. As shown in Figure 22, the hourly Leq ranged approximately from 46 to 62 dBA. For easier detailed review, Figure 23 presents the hourly data for each calendar day. The highest hourly Leq was for the hour starting at 6 a.m. (0600) on November 11, with similarly high levels at 4 p.m. (1600) on November 11. The measured hourly levels follow a typical daily pattern, falling during late-night hours, increasing in the morning, usually starting around 6 a.m. (0600 hour), and remaining high until the evening, through the hour starting at 8 p.m. (2000). This type of pattern is very common at locations affected by human activity – whether it relates to aircraft operations, surface traffic, or other community sources, and occurred at the other measurement locations. The overall measured DNL at Site 4 was 62 dBA, four decibels lower than Site 1 (the site with the highest overall DNL), and four decibels above Site 5 (the site with the lowest overall DNL). As noted previously, this DNL measurement includes noise contributions from all sources – aviation and non-aviation.


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2.4.7 Site 5 – Hedden Road Site 5 is located approximately 1,225 feet southeast of Runway 4/22 extended centerline, approximately 2,500 feet northeast of the Runway 22 approach end. The monitor was set up in an open field, adjacent to an airport-owned, vacant property. The monitor was approximately 125 feet from the nearest structure, approximately 165 feet from Hedden Road, and approximately 650 feet from Oak Hill Road. Arrivals and departures to and from Runway 22 were the principal aircraft operations affecting the site during the measurements. This includes start-of-takeoff roll thrust from jet departures on Runway 22, reverse thrust from jet arrivals to Runway 22, and taxi activity associated with Runway 22 departures. Other monitored operations include arrivals and departures to and from Runway 4, and occasional single-engine propeller operations on Runway 18/36 or Runway 9/27. As shown in Figure 24, propeller aircraft generally produced the highest Lmax levels at Site 5 with an average Lmax level of approximately 69 dBA. Commercial jets produced an average Lmax level of approximately 66 dBA, but some individual commercial jet events reached an Lmax level of nearly 80 dBA. Most of the “Non-Aircraft” events were in the 55 – 60 Lmax dBA range, and were generally traffic events from either Hedden Road and/or Oak Hill Road. Of the approximately 72 hours monitored, 70 were full hours. As shown in Figure 26, the hourly Leq ranged approximately from 35 to 61 dBA. For easier detailed review, Figure 27 presents the hourly data for each calendar day. The highest hourly Leq was for the hour starting at 7 p.m. (1900) on November 9, with similarly high levels the following hour (2000). The measured hourly levels follow a typical daily pattern, falling during late-night hours, increasing in the morning, usually starting around 6 a.m. (0600 hour), and remaining high until the evening, through the hour starting at 8 p.m. (2000). This type of pattern is very common at locations affected by human activity – whether it relates to aircraft operations, surface traffic, or other community sources, and occurred at the other measurement locations. The overall measured DNL at Site 5 was 58 dBA, the lowest measured overall DNL, eight decibels lower than Site 1 (the site with the highest overall DNL). As noted previously, this DNL measurement includes noise contributions from all sources – aviation and non-aviation.


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February 2016

Appendix F

Land Use Compatibility

Compatible Land Use

(Per DNL Level)

Land Use DNL Levels (dB)

<65 65-70 70-75

Residential Yes No No

Schools, Churches, &

Hospitals Yes No No

Office & Professional Yes Yes No

Parks & Recreation Yes Yes No

Commercial & Industrial Yes Yes Yes

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