[PDF] - Block 2 : Preliminary Procedure Design Input Meeting for Logan PDF Document

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SLIDE 2

R. John Hansman

rjhans@mit.edu Technical support from MIT ICAT students, HMMH, and Massport

Block 2: Preliminary Procedure Design Input Meeting for Logan Airport Community Noise Reduction

SLIDE 3

MIT ICAT

Noise Complaints at BOS: One Dot per Address

Departures Arrivals Complaint Data: August 2015– July 2016 Track Data: ASDE-X from 12 days of operation, 2015-2016

Each dot represents an address that registered at least one complaint during period

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SLIDE 4

MIT ICAT

Collect Data and Evaluate Baseline Conditions

– Pre and Post RNAV – Community Input (Meetings and MCAC)

Identify Candidate Procedure Modifications
Block 1

– Clear noise benefit, no equity issues, limited operational/technical barriers

Block 2

– More complex due to potential operational/technical barriers or equity issues

Model Noise Impact

– Standard and Supplemental Metrics

Evaluate Implementation Barriers

– Aircraft Performance – Navigation and Flight Management (FMS) – Flight Crew Workload – Safety – Procedure Design – Air Traffic Control Workload

Recommend Procedural Modifications to Massport and FAA
Repeat for Block 2

Technical Approach

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SLIDE 5

MIT ICAT

Proc. ID

D = Dep. A = Arr. Procedure Primary Benefits 1-D1 Restrict target climb speed for jet departures from Runways 33L and 27 to 220 knots or minimum safe airspeed in clean configuration, whichever is higher. Reduced airframe and total noise during climb below 10,000 ft (beyond immediate airport vicinity) 1-D2 Modify RNAV SID from Runway 15R to move tracks further to the north away from populated areas. Departure flight paths moved north away from Hull 1-D3 Modify RNAV SID from Runway 22L and 22R to initiate turns sooner after takeoff and move tracks further to the north away from populated areas. Departure flight paths moved north away from Hull and South Boston 1-D3a Option A: Climb to intercept course (VI-CF) procedure 1-D3b Option B: Climb to altitude, then direct (VA-DF) procedure 1-D3c Option C: Heading-based procedure 1-A1 Implement an overwater RNAV approach procedure with RNP

verlay to Runway 33L that

follows the ground track of the jetBlue RNAV Visual procedure as closely as possible. Arrival flight paths moved overwater instead of over the Hull peninsula and points further south 1-A1a Option A: Published instrument approach procedure 1-A1b Option B: Public distribution of RNAV Visual procedure

Block 1 Final Recommendations

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SLIDE 6

MIT ICAT

Block 2 Departure Mods

Dispersion

– Runway 33L and 27 – Open SID or direct-to flexibility for ATC on RNAV procedures

Additional suggestions?

Block 2 Procedures Under Consideration

Preliminary/Subject to Change

Block 2 Arrival Mods

Low-noise overwater approach

procedures

– Runway 4L and/or 4R

RNAV approach with RNP Overlay
RNP approach

– Runway 22L

RNAV approach with RNP Overlay
Steep approaches

– All runways

Dispersion

– Runway 4L/4R

Set of procedures rotated by time,

day, or other method

Dispersion generated through

random process

Additional suggestions?

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SLIDE 7

Runway 22L & 4R Arrivals Low-Noise Overwater Approach Procedures

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SLIDE 8

MIT ICAT

Runway 22L Arrivals: 2010-2015

2010 2015

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SLIDE 9

MIT ICAT

Vertical Guidance vs. Non-Vertical Guidance Procedures

Procedure Type Minimum Final Level Segment Length Maximum Final Approach Intercept Angle RNAV (Vertical Guidance) LPV LNAV/VNAV Distance where Glidepath Angle intercepts Intermediate Segment minimum altitude 15° at Final Approach Fix RNAV (Non-Vertical Guidance) LP LNAV Distance where Visual Descent Angle intercepts Intermediate Segment minimum altitude 30° at Final Approach Fix RNP Final Rollout at farthest of:

500’ altitude
15 or 50 seconds

before Decision Altitude (depending on RNP level) Radius to Fix Turn from Final Approach Fix to Rollout Point

2.15nm Final

Precision (15°) Nonprecision (30°)

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SLIDE 10

MIT ICAT

22L Low-Noise Offset RNAV Approach with RNP Overlay

Overlaying arrival corridor

n existing 4R RNAV SID

for 22L arrivals Notes:

Intended to comply with

design criteria for vertical-guidance RNAV

Overflies midpoint of

Nahant causeway at same location as 4R SID departure crossings

ILS 22L CELTK5 RNAV SID 4R Proposed RNAV 22L

Vertical Guidance Intercept (15°) Secondary Turn in Intermediate Segment

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SLIDE 11

MIT ICAT

Population Exposure (LMAX)

60dB 65dB 70dB Straight In 82,162 36,698 7,609 Modified Procedure 27,547 14,816 7,362 Reduction 54,615 21,882 247

Aircraft B737-800 Metric LA,MAX Noise Model AEDT Notes Standard AEDT arrival profile

22L Low-Noise Offset RNAV Approach with RNP Overlay: Noise Exposure

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SLIDE 12

MIT ICAT

4R Low-Noise Overwater RNAV Approach with RNP Overlay

Advantage of overwater approach
Known issue of concern regarding initial approach path

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SLIDE 13

MIT ICAT

4R Low-Noise Overwater RNAV Approach with RNP Overlay: Noise Exposure

Population Exposure (LMAX)

60dB 65dB 70dB Straight In 30,239 7,468 530 Modified Procedure 18,283 5,792 529 Reduction 11,956 1,676 1

Aircraft B737-800 Metric LA,MAX Noise Model AEDT Notes Standard AEDT arrival profile

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SLIDE 14

MIT ICAT

Canarsie RNAV (RNP) Special

Figure: Honeywell

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SLIDE 15

MIT ICAT Notional Low-Noise Overwater RNP: BOS Rwy 4R

0.95 nmi final 2.1 nmi radius RF Matched to Canarsie RNP 13L Special

Advantage of overwater approach
Known issue of concern regarding initial approach path
RNP adds additional flexibility vs RNAV, but lower equipage levels

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SLIDE 16

MIT ICAT

4R Low-Noise Overwater RNP Approach: Noise Exposure

Population Exposure (LMAX)

60dB 65dB 70dB Straight In 30,239 7,468 530 Modified Procedure 6,887 2,161 Reduction 23,352 5,307 530

Aircraft B737-800 Metric LA,MAX Noise Model AEDT Notes Standard AEDT arrival profile

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SLIDE 17

Continuous Descents and Steeper Approaches

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SLIDE 18

MIT ICAT

ILS Runway 4R

4L Arrivals 4R Arrivals

Notes:

2017 Arrival Counts (jet & prop):

Rwy 4R: 39,615 Rwy 4L: 12,311

Figure shows 10% of all 2017 arrivals selected at random
Data Source: Flight Tracks, Massport Noise and Operations Management System (NOMS)

2017 Arrivals 17

SLIDE 19

MIT ICAT

18

Baseline Altitude Profile from 2015/2016 ASDEX Radar Profile

ASDEX-All A320s on 4R (20 days of data)

A CATEGORY

A B C

D

5:06 3:24 2:33 2:02 1:42 Min:Sec Knots 60 120 180 150 90

BOSTON, MASSACHUSETTS

(BOS)

GENERAL EDWARD LAWRENCE LOGAN INTL 3 1 7

(

5)

(

5)

Chan 74 112.7 BOS BOSTON

B

O

S

LOCALIZER 110.3 Chan 40 I-BOSI

B

O

S

FAF to MAP 5.1 NM

4000 3000 1700

S-ILS 4R S-LOC 4R CIRCLING

640-1 640-2

IM MM

1700

5 NM 5 NM

APP CRS WAXEN

IM MM

110.3

0.2

Chan

40

BOSTON, MASSACHUSETTS

(BOS)

GENERAL EDWARD LAWRENCE LOGAN INTL

AL-58 (FAA) LOC/DME I-BOS R

3

RADAR I-BOS 11.9 NABBO D R-030 BOS 12

12

42°22'N-71°00'W

ELEV

18

RADAR REQUIRED

14 DME and hold. R-030 to WAXEN INT/BOS to 3000 on BOS VOR/DME MISSED APPROACH: Climb A T S-ILS 4R# S-LOC 4R# VESSELS IN APPROACH AREA APPROACH MINIMA WHEN CONTROL TOWER REPORTS TALL

34

34 200 (200- )

218/18

12

422 (500- )

440/24

12

422 (500- )

440/40

34

374/40

356 (400- )

34

440/40

422 (500- )

34

960-1

1 4 941 (1000-1 )

14

3000 TCH 51 GS 3.00°

RADAR I-BOS 16.9 WINNI RADAR I-BOS 11.9 NABBO

1.8

I-BOS

*700

RADAR I-BOS 3.8 IRSEW

2.9

I-BOS

*

3.1 NM 0.9 0.7

*

RADAR I-BOS 3.8 IRSEW

639 176 2 1

°

3

°

BOS 14 WAXEN MISSED APCH FIX Ch

a n 9 1 1 1 4

.

4

M HT

R

1

4 5

Ch

a n 7 4

R

3

1 1 2. 7

B O S MHT 26.4 WAXEN Ch

a n 9 1

R

1

4 5 1 1 4

.

4

M HT R

3

3 2 5

°

1 4 5

°

Ch

a n 7 4 1 1 2. 7

B O S ALTERNATE MISSED APCH FIX

ILS or LOC RWY 4R ILS or LOC RWY 4R

LOC only. ALSF-2 RADAR I-BOS 6.9 MILTT RADAR I-BOS 16.9 WINNI (IF) M

S

A B O

S 2 5

N

M

1 2 5

°

3 5

°

2000 2500 17285

RADAR I-BOS 6.9 MILTT TDZE

1060-1

1041 (1100-1 ) Amdt 10C 12OCT17 Apt Elev TDZE Rwy ldg

135.0

BOSTON APP CON

120.6 263.1 128.8 257.8

BOSTON TOWER GND CON

121.9

CLNC DEL

121.65 257.8

CPDLC D-ATIS

035°

3 5

°

3 5

° 3 5

°

#

4000 RVR NA. When vessels taller than 144 feet present, S-ILS 4R NA. S-LOC 4R Cats A and B visibility to RVR 5000; Rwy 4R helicopter visibility below For inoperative ALS, increase S-ILS 4R all Cats visibility to RVR 6000, and Circling NA for Cats C and D west of Rwys 4L and 15R. Circling NA to Rwy 14. (VGSI Angle 3.00/TCH 67). VGSI and ILS glidepath not coincident from FAF 035° 5.1 NM

215°

19 18 8851 19

0.2

9-27, 14-32 and 15R-33L HIRL Rwys 4L-22R, 4R-22L, MIRL Rwy 15L-33R REIL Rwys 4L, 27 and 32 4R, 15R and 33L TDZ/CL Rwys 621 (700-1 ) 621 (700-2) 700

1447

990 925 531 515 333 256 217 161 46 317

TWR

66 45

A4 A5 A A P P P P P P P P

1 5

R

2 2

R

2 2

L 1 4 3 2 3 3

L 2 7 9

1 5

L

3 3

R

4

L

4

R

1 6

X

1 5 5 X 1

7 1

X

1 5

2557 X 100 X

1 5 1 8 3

X

1 5 7 8 6 4

NE-1, 01 MAR 2018 to 29 MAR 2018 NE-1, 01 MAR 2018 to 29 MAR 2018

SLIDE 20

MIT ICAT Baseline: 2017 Arrivals to Runway 4L and 4R

Notes:

2017 Arrival Counts (jet &

prop):

Rwy 4R: 39,615
Rwy 4L: 12,311
Figure shows 10% of all 2017

arrivals selected at random

Data Source: Flight Tracks,

Massport Noise and Operations Management System (NOMS) 4L Arrivals 4R Arrivals

PVD Arrivals

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SLIDE 21

MIT ICAT

Comparison of Continuous Steep Approach Profiles

3.2⁰ Continuous Descent vs 3.0⁰ Continuous Descent

Case 1: Compare benefits of continuous descent vs. benefits

f steeper glide path angle

3.2⁰ is the maximum approach angle for an RNAV approach

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SLIDE 22

MIT ICAT

3.2⁰ Continuous Descent vs 3.0⁰ Continuous Descent LAMAX Reduction

Population Exposure LAMAX Reduction Population Exposure 4dB 415 3dB 3,236 2dB 4,817 1dB 6,204

Delayed Landing Gear Extension

(assumed at 1,700 ft)

21 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 23

MIT ICAT

LA,max 50 dB 55 dB 60 dB Baseline 3.0⁰ 136,352 72,385 27,953 Alternate 3.2⁰ 133,096 69,003 25,440 Reduction 3,256 3,382 2,513

Population exposure reduction at each

noise level 3.2⁰ Continuous Descent vs 3.0⁰ Continuous Descent LAMAX Exposure

50dB LAMAX Areas Benefited

Population Exposure

55dB LAMAX Areas Benefited 60dB LAMAX Areas Benefited

22 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 24

MIT ICAT Safety Concerns - High-Energy Approaches

Figure source: The Boeing Company http://www.boeing.com/resources/boeingdotcom/company/about_bca/pdf/statsum.pdf

Runway Excursions

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SLIDE 25

MIT ICAT

Continuous Descent Profiles

3.0⁰ Continuous Descent vs Baseline Stepped Descent

Case 2: Maintain current glide path angle without level-off segments

Baseline approach profiles from straight-in arrivals from PVD Baseline altitude profile from 2015/2016 ASDE-X Radar Profile

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SLIDE 26

MIT ICAT

3.0⁰ Continuous Descent vs Baseline Stepped Descent LAMAX Reduction

Population Exposure LAMAX Reduction Population Exposure 4dB 445 3dB 3,023 2dB 8,502 1dB 10,210

25 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 27

MIT ICAT

LA,max 50 dB 55 dB 60 dB Baseline ASDEX 140,466 76,578 34,699 Alternate 3.0⁰ 136,352 72,385 27,953 Reduction 4,114 4,193 6,746

Population exposure reduction at each

noise level 3.0⁰ Continuous Descent vs Baseline Stepped Descent LAMAX Exposure

50dB LAMAX Areas Benefited

Population Exposure

55dB LAMAX Areas Benefited 60dB LAMAX Contours

26 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 28

MIT ICAT Steeper (3.2⁰) Continuous Descent Profiles

3.2⁰ Continuous Descent vs Baseline Stepped Descent

Case 3: Steepen glide path angle to max allowable (for ILS) without level-off segments

Baseline approach profiles from straight in arrivals from PVD

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SLIDE 29

MIT ICAT

3.2⁰ Continuous Descent vs Baseline Stepped Descent LAMAX Reduction

Population Exposure LAMAX Reduction Population Exposure 4dB 1,435 3dB 8,248 2dB 14,206 1dB 17,512

Delayed Landing Gear Extension

(assumed at 1,700 ft)

28 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 30

MIT ICAT

Population exposure reduction at each

noise level 3.2⁰ Continuous Descent vs Baseline Stepped Descent LAMAX Exposure

50dB LAMAX Areas Benefited

Population Exposure LA,max 50 dB 55 dB 60 dB Baseline ASDEX 140,466 76,578 34,699 Alternate 3.2⁰ 133,096 69,003 25,440 Reduction 7,370 7,575 9,259

55dB LAMAX Areas Benefited 60dB LAMAX Areas Benefited

29 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 31

Dispersion

Preliminary Approach for Analysis Need metrics and analysis which consider cumulative effects of multiple overflights

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SLIDE 32

MIT ICAT

Current US federal

regulation definition of significant noise exposure, 65dB Annual Average DNL, does not sufficiently capture complaint data from frequent, low-noise events

Is there a metric/threshold

that does better?

– Application for dispersion analysis?

Complaint Data and Annual Average DNL

Each marker represents a unique complaint address

Arrivals in green Departures in blue

65dB DNL 31

SLIDE 33

MIT ICAT

Metrics

– N Above: number of flights above a defined A-weighted maximum sound level (LA,max) threshold – Day-Night Average Sound Level (DNL): calculated from a summation of Sound Exposure Level (SEL) data averaged over a 24- hour period – Equivalent Sound Level (LEQ): calculated from a summation of Sound Exposure Level (SEL) data averaged over a specified time period

Averaging Times

– Annual Average Day: flight data based on average number of flights per day over a year – Peak Day: flight data based on day with most departures/arrivals from a runway in a year

Integrated Exposure Metrics Averaging Times

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SLIDE 34

MIT ICAT

Evaluating Representative Exposure Basis

Complaints clustered using k-means algorithm
Complaints identifiable by runway procedure used in determining NAbove

thresholds

33L Departures 27 Departures 4L/R Arrivals Non-Identifiable Cluster

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SLIDE 35

MIT ICAT

Peak Day 45dB DNL

– Captures 87% of complaints – Used as surrogate for complaint threshold in subsequent analysis

Peak Day vs. Annual Average Day DNL Thresholds

33L Departures Complainant Coverage for All Scenarios by DNL Contour Level

Annual Average Day DNL Contours 33L Peak Day DNL Contours

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SLIDE 36

MIT ICAT

Peak Day NAbove 60dB

LAMAX day, 50dB LAMAX night with 25 overflights

– Captures 84% of complaints – Used as surrogate for complaint threshold in subsequent analysis

NAbove Noise Thresholds

33L Departures Complainant Coverage for Peak Day by N Above Thresholds

33L Peak Day N Above 60dB Day, 50dB Night Contours 33L Peak Day N Above 65dB Day, 55dB Night Contours

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SLIDE 37

MIT ICAT

Peak Day N Above Complaints Captured 25x 92.2% 50x 82.5% 100x 60.5% Peak Day N Above Complaints Captured 25x 83.6% 50x 67.6% 100x 43.8%

25 NAbove 60dB LA,max day, 50dB LA,max night appears to

capture complaint threshold in dispersion analysis

NAboveThresholds

Peak Day N Above Complaints Captured 25x 96.9% 50x 90.8% 100x 59.0% 33L Departures Peak Day N Above 4L/R Arrivals Peak Day N Above 27 Departures Peak Day N Above

Difference from prior slide due to more comprehensive traffic analysis

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SLIDE 38

Departure Dispersion: Runway 33L and 27

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SLIDE 39

MIT ICAT

Runway 33L Departures: 2010-2015

2015

Using Open SIDs or Flexible SIDs to Re-introduce Dispersion

2010

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SLIDE 40

MIT ICAT

1. Open SIDs are RNAV departure procedures

that include ATC radar vector segments.

– Authorized by FAA in 2015 – Proven in operation (e.g. CLT, LAX)

2. Dispersion may also be introduced by direct

ATC instruction (vector-based or direct-to) based on aircraft altitude or other criteria

– Allows greater ATC flexibility based on traffic levels and flows – Would result in track length reduction with corresponding fuel savings

Dispersion Concepts: Open SID or Increased Controller Flexibility

Preliminary

Initiate Turn: 3000’ AGL Example Only Dispersion from 3000’ Turn Altitude B a s e l i n e R N A V D e p a r t u r e s Dispersed Departures

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SLIDE 41

MIT ICAT

Dispersion arising from direct routing to transition waypoint upon reaching 3,000ft

33L Peak Day Example Dispersion Tracks

Dispersed flight tracks may have both positive and negative consequences:

Reduced noise directly

under existing flight tracks

Increase in overall number
f people impacted by

noise

Redistribution of noise

between communities

40 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 42

MIT ICAT

33L Departure Baseline Peak Day NAbove

Population Exposure N Above 25x 50x 100x Baseline 408,104 259,907 188,492

NAbove Thresholds: 60dB LA,max Day 50dB LA,max Night

41 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 43

MIT ICAT

Change In N Above Population Exposure +50x 8,950 +25x 69,543

25x

75,874

50x

49,562 Population Exposure

Example of Altitude-Based 33L Departure Dispersion Change in NAbove

NAbove Thresholds: 60dB LA,max Day 50dB LA,max Night

42 Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 44

MIT ICAT

N Above 25x 50x 100x Baseline 408,104 259,907 188,492 Dispersion 455,267 284,083 176,300 Baseline - Dispersion

47,163
24,176

12,192

Example of Altitude-Based 33L Departure Dispersion NAbove Exposure

Population Exposure

25 N Above 50 N Above 100 N Above NAbove Thresholds: 60dB LA,max Day 50dB LA,max Night

43

Illustration example only to evaluate

methodology. Should not be considered

representative case.

SLIDE 45

Arrival Dispersion: Runway 4L and 4R

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SLIDE 46

MIT ICAT Baseline: 2017 Arrivals to Runway 4L and 4R

Notes:

2017 Arrival Counts (jet &

prop):

Rwy 4R: 39,615
Rwy 4L: 12,311
Figure shows 10% of all 2017

arrivals selected at random

Data Source: Flight Tracks,

Massport Noise and Operations Management System (NOMS) 4L Arrivals 4R Arrivals 45

SLIDE 47

MIT ICAT

ILS Runway 4R

4L Arrivals 4R Arrivals

Notes:

2017 Arrival Counts (jet & prop):

Rwy 4R: 39,615 Rwy 4L: 12,311

Figure shows 10% of all 2017 arrivals selected at random
Data Source: Flight Tracks, Massport Noise and Operations Management System (NOMS)

2017 Arrivals 46

SLIDE 48

MIT ICAT

Equal distribution of arrivals across five ground tracks

Example of 4R Arrival Dispersion:

RNAV Tracks with Vertical Guidance (Southerly Arrivals)

5 Approach paths defined within the 15o maximum RNAV final approach intercept angle

2 example options:

1. Equal distribution
2. Rotating time

periods

47

Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 49

MIT ICAT 4R Arrival Baseline Peak Day N Above

Population Exposure N Above 25x 50x 100x Baseline 104,460 56,419 30,665

N Above Levels: 60dB LA,max Day 50dB LA,max Night

48

Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 50

MIT ICAT

Change In N Above Population Exposure +50x 5,567 +25x 38,958

25x

11,258

50x

5,777 Population Exposure

N Above Levels: 60dB LA,max Day 50dB LA,max Night

Example of Equal Distribution over 5 RNAV Arrival Paths

49

Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 51

MIT ICAT

N Above 25x 50x 100x Baseline 104,460 56,419 30,665 Dispersion 143,018 72,656 35,136 Baseline - Dispersion

38,558
16,237
4,471

Example of Deterministic 4R Arrival Dispersion N Above Exposure

Population Exposure

N Above Levels: 60dB LA,max Day 50dB LA,max Night 25 N Above 50 N Above 100 N Above

50

Illustration example only to evaluate

methodology. Should not be considered

representative case.

SLIDE 52

MIT ICAT

Select track depending on day

Example of Deterministic 4R Arrival Dispersion

51

Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 53

MIT ICAT

Change In N Above Population Exposure +50x 46,562 +25x 79,528

25x

47,964

50x

20,180 Population Exposure

N Above Levels: 60dB LA,max Day 50dB LA,max Night

Example of Deterministic 4R Arrival Dispersion Change in N Above

52

Illustration example only to evaluate methodology. Should not be considered representative case.

SLIDE 54

MIT ICAT

N Above 25x 50x 100x Baseline 104,460 56,419 30,665 Dispersion 138,826 91,372 44,803 Baseline - Dispersion

34,366
34,953 -14,138

Example of Deterministic 4R Arrival Dispersion N Above Exposure

Population Exposure

N Above Levels: 60dB LA,max Day 50dB LA,max Night 25 N Above 50 N Above 100 N Above

53

Illustration example only to evaluate

methodology. Should not be considered

representative case.

SLIDE 55

Discussion

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