APPENDIX D-12. Modeled Aircraft Operations and Integrated Noise Model Inputs for Noise Assessment of Year 2025 Build Alternatives 3 and 4

Transcription

1 APPENDIX D-12 Modeled Aircraft Operations and Integrated Noise Model Inputs for Noise Assessment of Year 2025 Build Alternatives 3 and 4 In order to compare to current planning policies of Loudoun and Fairfax counties and to be consistent with long-term planning efforts by the Metropolitan Washington Airports Authority (MWAA) for Washington Dulles International Airport (IAD), noise exposure for Year 2025 was assessed. It was assumed that Year 2025 operations would only apply to Build Alternatives 3 and 4, not to the No-Action Alternative. It was assumed that the unconstrained forecast of operations for Year 2025 could not be accommodated by the existing airport facilities with an acceptable level of delay. Physical input parameters include airport layout, runway utilization, and flight tracks. Input for these parameters is discussed as follows: Airport Layout - In addition to the three paved operational runways, 1R/19L, 1L/19R, and 12/30, Build Alternatives 3 and 4 would add two new runways. The proposed north-south runway would be located on the western side of the airport and is referred to as Runway 1W/19W for the purpose of this Draft Environmental Impact Statement (DEIS) only to minimize confusion with the existing runway designations. The northern threshold of Runway 1W/19W would be parallel to the existing Runway 1L/19R. Ultimately, the proposed north-south runway would be designated Runway 1L/19R, while the existing Runway 1L/19R would be re-designated Runway 1C/19C. The proposed east-west runway would be located on the southern side of the airport and designated Runway 12R/30L. Existing Runway 12/30 would be re-designated as Runway 12L/30R. Runway 12R/30L would be 4,300 feet southwest of existing Runway 12/30. Airport elevation and magnetic declination (the difference between magnetic north and true geographic north) are assumed to be identical to existing conditions: 313 feet Above Mean Sea Level (MSL) and 10.2 degrees west, respectively. Air Traffic Control (ATC) and pilots use magnetic headings to direct and fly aircraft. The terrain in the vicinity of IAD is expected to remain generally flat and would not affect flight operations. For Build Alternative 3, Runway 1W/19W would be 4,300 feet west of Runway 1L/19R and have a length of approximately 9,473 feet. The additional runways for Alternative 3 are described in Table D For Build Alternative 4, Runway 1W/19W would be 5,000 feet west of Runway 1L/19R and have a length of approximately 9,218 feet. The additional runways for Build Alternative 4 are described in Table D W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-1

2 TABLE D BUILD ALTERNATIVES 3 AND 4 PROPOSED NEW RUNWAY DEFINITIONS Washington Dulles International Airport Environmental Impact Statement Alternative Runway Latitude (N) Longitude (W) Runway Length (ft) 3 12R 38 55' 58.64" 77 29' 44.65" 10, L 38 55' 21.3" 77 27' 40.68" 10, W 38 56' 40.89" 77 28' 29.44" 9, W 38 58' 14.52" 77 28' 28.01" 9, R 38 55' 58.64" 77 29' 44.65" 10, L 38 55' 21.3" 77 27' 40.68" 10, W 38 56' 43.41" 77 28' 37.95" 9, W 38 58' 14.52" 77 28' 36.87" 9,218 Note: All geodetic coordinates derived using NAD 83. Source: Metropolitan Washington Airports Authority, Future flight tracks and their utilization were initially identified from the Potomac Consolidated TRACON Airspace Redesign Final EIS (FAA, 2002). Through extensive consultation, coordination, and cooperation with the Potomac Consolidated TRACON (PCT), Dulles Air Traffic Control Tower (IAD ATCT), FAA Washington Airports District Office (WADO), MWAA and their consultants, details of projected future conditions were refined for the alternatives presented in this EIS. Between May 2003 and June 2004, coordination included five meetings, three conference calls, and distribution of numerous data packages containing iterations of flight track locations and utilization, operational flows and runway utilization. The final flight track locations, operational flows, runway and flight track utilization were all endorsed by the aforementioned coordinating agencies. Weather and Climate - The weather and climate conditions for IAD are described in Appendix D-2. The INM default values for temperature (57.9 Fahrenheit), pressure (29.92 inches of mercury), humidity (70 percent), and headwind (8 knots) were used to model noise levels for all alternatives at IAD in The default airport temperature is computed using the International Standard Atmosphere (ISA) equation for standard-day temperature versus altitude. ISA temperature is 59 F at MSL, and it gets progressively colder at higher airport elevations. The default airport pressure is inches of mercury at all airport elevations because atmospheric pressure is referred to sea level. The default average headwind is 8 knots, which is the value used in the SAE-AIR 1845 equations. INM uses temperature, pressure, and headwind when computing procedural profiles. Humidity is only used in calculating atmospheric absorption. Activity Levels and Fleet Mix - As shown in Table D-12.2, the forecasted total number of aircraft operations for IAD for Year 2025 would be 986,577. This total is based on the Capacity Review and Alternatives for the Fourth and Fifth Runways at Washington Dulles International Airport, Final Report, February 2002 (HNTB, 2002). The annual average daily number of aircraft operations was the basis for developing noise contours for both the 2025 scenarios. The total of Table D-12.2 corresponds to 2,703 annual average daily aircraft operations. W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-2

3 The make and model of aircraft used in these operations were also identified for the development of a fleet mix. Fleet mix refers to the various types of aircraft operating at IAD and included very specific information such as engine type, FAR Part 36 Noise Stage Certification, gross weight, and departure stage length. See the Flight Profiles and Performance Data section below for discussion of stage length. As fleet mix and aircraft operations data were derived, four groups of IAD users similar to ATCT counts were established: Air Carrier/Air Taxi, Cargo, General Aviation (GA)/Air Taxi, and Military. Each identified aircraft type in each user group was assigned to an aircraft category. The aircraft categories for each group are listed in Table D The operation numbers and fleet mix for the 2025 Condition were developed from the Forecast s Table 74. To be consistent with the Forecast s average weekday peak month (AWDPM) schedule (Forecast s Appendix E), Cargo operations were separated from the Forecast s Widebody Jet, Narrow-body Jet and Commercial Turboprop operations. In general, each aircraft type in the Forecast s Table 5 was assigned to a (single) representative INM aircraft type. The assignment for Wide-body Jet, Narrow-body Jet, Regional Jet and Commercial Turboprop was primarily based on national trends except for Cargo, which was operator-specific. The generic aircraft designation 320 was distributed among INM s A32023 and A320 types with the distribution from the existing conditions. The GA/Air Taxi operations were distributed among the same INM aircraft types in the existing (2002) condition with the same percentages of operations. The Military operations were distributed among the two specific jet INM types and one turboprop INM type consistent with the fleet mix found in the Forecast s Appendix E. Application of the fleet mix to the average-daily aircraft operations figures produced the number of average-daily operations by aircraft type. Tables D-12.3 through D-12.6 list the annual departure and arrival operations by representative INM aircraft type for each of the four groups. The operations information shown on these tables was used as input data to the INM for the 2025 scenarios at IAD. The distribution of flight operations among daytime (7:00 a.m. to 10:00 p.m.) and nighttime (10:00 p.m. to 7:00 a.m.) periods ( day-night mix ) was based on the Forecast s Appendix E for arrivals and departures. The Air Carrier/Air Taxi flight operations were assigned the Passenger day-night mix (92 percent daytime for arrivals, 94 percent daytime for departures). The Cargo flight operations were assigned the Cargo day-night mix (32 percent daytime for arrivals, 29 percent daytime for departures). The GA/Air Taxi flight operations were assigned the combination of GA and Air Taxi day-night mixes (85 percent daytime) and the Military flight operations were assigned the Military day-night mix (100 percent daytime). W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-3

4 TABLE D-12.2 SUMMARY OF ANNUAL AIRCRAFT FLIGHT OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Aircraft Arrivals Departures Total Family Aircraft Category Day Night Total Day Night Total Day Night Air Carrier/ Air Taxi and Cargo General Aviation/ Air Taxi Military Grand Total Wide-body Jet 51,951 9,304 61,255 52,812 8,444 61, ,763 17, ,511 Narrow-body Jet 160,450 14, , ,879 11, , ,329 26, ,836 Regional Jet 171,156 14, , ,877 11, , ,033 26, ,078 Commercial Turboprop 15,574 1,694 17,268 15,894 1,374 17,268 31,468 3,068 34,536 Business Jet 34,766 6,135 40,901 34,766 6,135 40,901 69,532 12,270 81,802 Multi-Engine Turboprop 3, ,099 3, ,099 6,968 1,230 8,198 Twin-Engine Piston 2, ,251 2, ,251 5, ,502 Single-Engine Prop , ,898 Jet 2,550-2,550 2,546-2,546 5,096-5,096 Turboprop 1,550-1,550 1,550-1,550 3,100-3,100 Total 445,051 48, , ,378 39, , ,429 88, ,557 Day/Night Distribution 90% 10% 100% 92% 8% 100% 91% 9% 100% Day = 7:00 a.m. to 10:00 p.m. Night = 10:00 p.m. to 7:00 a.m. Minor differences between total arrivals and total departures may exist due to rounding. Source: URS Corporation, W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-4

5 Aircraft Category Wide-body Jet Narrow-body Jet Regional Jet Commercial Turboprop TABLE D-12.3 AIR CARRIER/AIR TAXI ANNUAL FLIGHT OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Arrival Departures by Stage Length (SL) Representative SL 1 (0-500nm) SL 2 ( nm) SL 3 ( nm) SL 4 ( nm) SL 5 ( nm) SL 6 ( nm) SL 7 (4500nm-) Departure Total Grand Total INM Aircraft Type Day Night Total Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Total Day Night Total 74720B ,823 1,115 13, , , , , , ,939 25,926 1,951 27, ,680 1,363 17,043 5, , , , ,021 1,023 17,044 31,701 2,386 34, , , CF6 767JT ,930 1,124 14,054 1, , , , , , , ,053 26,141 1,966 28, , ,782 1, , ,782 3, ,564 A30062 A310 A330 1, ,160 1, , , ,160 4, ,320 A A340 3, , , , ,290 6, ,580 DC1010 DC1030 MD11GE , ,378 1, , , , ,377 21,163 1,592 22, , , , , ,447 6, , EM1 727EM ,928 2,168 27,096 8, , , , ,470 1,626 27,096 50,398 3,794 54, N17 757PW 25,432 2,211 27,643 8, , , , ,984 1,658 27,642 51,416 3,869 55, RR A319 43,788 3,808 47,596 23,902 1,526 10, , , ,740 2,855 47,595 88,528 6,663 95,191 A , ,874 A ,579 4,224 52,803 21,580 1,377 12, , , ,634 3,167 52,801 98,213 7, ,604 A , ,960 2, , ,960 5, ,920 DC870 DC93LW F10065 MD83 MD9025 CL600 6, ,422 6, , ,422 13,805 1,039 14,844 CL ,781 13, , ,636 7,636 33,401 2, ,037 9, , ,818 22, ,610 EMB14L 14,547 1,265 15,812 14, , ,812 29,410 2,214 31,624 DHC6 8, ,649 9, , ,649 17,947 1,351 19,298 DHC8 6, ,099 6, , ,099 13, ,198 DHC830 GASEPF SD330 SF340 TOTAL 396,120 34, , ,427 14,579 87,725 5,599 26,157 1,668 35,437 2,262 10, , , ,732 25, , ,852 60, ,128 Day = Night = 7:00 a.m. to 10:00 p.m. 10:00 p.m. to 7:00 a.m. Sources: Washington Dulles International Airport, Updated Activity Forecasts and Simulation, HNTB Corporation, July 2003 URS Analysis W:\ _Dulles\DEIS\Ch 4\Table D-12.3\9/15/2004

6 Aircraft Category Wide-body Jet Narrow-body Jet Regional Jet Commercial Turboprop TABLE D-12.4 AIR CARGO ANNUAL FLIGHT OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Arrival Departures by Stage Length (SL) Representative SL 1 (0-500nm) SL 2 ( nm) SL 3 ( nm) SL 4 ( nm) SL 5 ( nm) SL 6 ( nm) SL 7 (4500nm-) Departure Total Grand Total INM Aircraft Type Day Night Total Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Total Day Night Total 74720B , ,247 1, CF , JT A ,061 1, ,109 1, ,170 3,120 A ,238 1, ,292 1,820 1,110 2,530 3,640 A330 A33034 A340 DC1010 DC MD11GE 575 1,223 1, ,277 1,799 1,097 2,500 3, , EM1 727EM N17 757PW 757RR ,188 1,710 A319 A320 A32023 A32123 DC870 DC93LW F10065 MD83 MD9025 CL600 CL601 EMB14L DHC6 DHC8 DHC830 GASEPF SD ,040 SF340 TOTAL 3,011 6,405 9,416 1,610 3, , ,730 6,687 9,417 5,741 13,092 18,833 Day = Night = 7:00 a.m. to 10:00 p.m. 10:00 p.m. to 7:00 a.m. Sources: Washington Dulles International Airport, Updated Activity Forecasts and Simulation, HNTB Corporation, July 2003 URS Analysis W:\ _Dulles\DEIS\Ch 4\Table D-12.4\9/15/2004

7 Aircraft Category Business Jet Multi-engine Turboprop Twin-engine Piston Single-engine Piston TABLE D-12.5 GENERAL AVIATION / AIR TAXI ANNUAL FLIGHT OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Representative INM Aircraft Arrival Departure SL 1 (0-500nm) only Grand Total Total Day Night Total Day Night Total Type Day Night CIT3 1, ,826 1, ,826 3, ,652 CL600 4, ,914 4, ,914 8,354 1,474 9,828 CL601 1, ,108 1, ,108 3, ,216 CNA , ,648 CNA750 1, ,691 1, ,691 2, ,382 EMB145 1, ,025 1, ,025 3, ,050 FAL GIIB 1, ,669 1, ,669 2, ,338 GIV 3, ,902 3, ,902 6,634 1,170 7,804 GV 1, ,189 1, ,189 2, ,378 IA1125 1, ,200 1, ,200 2, ,400 LEAR25 4, ,935 4, ,935 8,390 1,480 9,870 LEAR35 7,529 1,329 8,858 7,529 1,329 8,858 15,058 2,658 17,716 MU3001 4, ,718 4, ,718 9,720 1,716 11,436 SABR C130HP CNA441 1, ,721 1, ,721 2, ,442 DHC6 1, ,335 1, ,335 3, ,670 HS748A SD BEC58P 2, ,251 2, ,251 5, ,502 CNA CNA GASEPF GASEPV Total 41,820 7,380 49,200 41,820 7,380 49,200 83,640 14,760 98,400 Day = Night = SL = Sources: 7:00 a.m. to 10:00 p.m. 10:00 p.m. to 7:00 a.m. Stage Length Washington Dulles International Airport, Updated Activity Forecasts and Simulation, HNTB Corporation, J Wyle Laboratories Radar Data Analysis, July (fleet mix; same as Affected Environment) W:\ _Dulles\DEIS\Ch 4\Table D-12.5\9/15/2004

8 Aircraft Category Jet TABLE D-12.6 MILITARY ANNUAL FLIGHT OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Representative Departures by Stage Length (SL) INM Aircraft Arrival SL 1 (0-500nm) SL 2 ( nm) SL 3 ( nm) SL 4 ( nm) SL 5 ( nm) SL 6 ( nm) SL 7 (4500nm-) Departure Total Grand Total Type Day Night Total Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Total Day Night Total L1011 1,275-1, ,273-1,273 2,548-2,548 A310 1,275-1, ,273-1,273 2,548-2,548 Turboprop DHC6 1,550-1,550 1,550-1,550-1,550 3,100-3,100 Total 4,100-4,100 1, ,096-4,096 8,196-8,196 Day = 7:00 a.m. to 10:00 p.m. Night = 10:00 p.m. to 7:00 a.m. Sources: Washington Dulles International Airport, Updated Activity Forecasts and Simulation, HNTB Corporation, July Tier 2 Environmental Assessment, MWAA, 2002 NOTES: 1. Fleet mix based on Tier 2 Environmental Assessment, with exception of using INM aircraft type C130HNP instead of C130E. 2. Day/night split based on Updated IAD Activity Forecasts and Simulation, Hourly Distribution of Aircraft Arrivals (Table 3, p. 11) and Departures (Table 4, p. 12) 3. Arrival/departure percentage split assumed /. 4. Only available stage length with INM (Version 6.1) for INM aircraft types C130HP, DHC6 and KC135R is SL1. Stage length utilization for L1011 and A310 based on average stage length utilization of air carrier wide body jets.

9 Aircraft Operational Flows - Similar to existing conditions and to the No Action Alternative, IAD is anticipated to operate in four primary flows for 2025 Alternatives 3 and 4 - Mixed, North, South, and Northwest. Traffic demand, wind speed and direction, cloud ceiling, and visibility primarily influence the usage of each flow. Table D-12.7 shows the percentage of operations assigned to each flow. To account for the difference in operational demand during an annual average 24-hour period where the Activity Forecast (MWAA, 2003) estimates 164 average hourly operations during the daytime (7:00 a.m. to 10:00 p.m.) and only 27 average hourly operations during the nighttime (10:00 p.m. to 7:00 a.m.), ATC provided separate flow utilizations for daytime and nighttime periods. TABLE D BUILD ALTERNATIVES 3 AND 4 PRIMARY FLOW UTILIZATIONS Washington Dulles International Airport Environmental Impact Statement Percentage of Operations Primary Flow Daytime (7 am until 10 pm) Nighttime (10 pm until 7 am) Mixed 53% 90% North 21% 5% South 25% 4% Northwest 1% 1% Total 100% 100% Source: IAD ATC and PCT, During the daytime, 53 percent of the operations would be Mixed flow. North and South flows would account for 21 percent and 25 percent of the operations, respectively. Northwest flow would account for 1 percent of the operations. Relative to 2010 Alternatives 3 and 4, 2025 Alternatives 3 and 4 have a much higher traffic demand and thus require more use of Mixed flow. Although 2025 Alternatives 3 and 4 afford two additional runways relative to the No-Action Alternative, the airport would be operating at nearly maximum capacity with minimal delay. In a manner similar to 2010 Alternatives 3 and 4, it was necessary for ATC to subdivide Mixed, North, and South flows during the daytime: Mixed flow is comprised of subflows Mixed 11 and Mixed 12, North flow is comprised of subflows North 1 and North 2 South flow is comprised of subflows South 7, South 9 and South 10 During the nighttime, only the four primary flows would apply and the flow utilization would be identical to 2010 Alternatives 3 and 4 with Mixed flow accounting for 90 percent of the operations. During the nighttime with the exception of Northwest flow, ATC expects to direct aircraft only to the existing runways. W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-9

10 The 2025 Build Alternatives 3 and 4 operational flows and sub-flows are shown on Figures D through D These figures show the flow utilization and runway utilizations within each flow/subflow for arrivals and departures, for daytime and nighttime periods. Mixed 11, North 1, South 7, and South 9 are designed primarily for arrivals. Mixed 12 and North 2 are designed primarily for departures. Runway Use - Runway use refers to the frequency with which aircraft utilize each runway for departure or arrival, during the course of a year expressed as a percent. ATC assigns runway use with consideration of the following factors: safety, wind, weather, aircraft weight, traffic demand, runway capacity, direction of flight, runway length requirements, noise considerations, and any prescribed runway use procedures. The more often a runway is used throughout the year, the more noise is created in communities located off the end of that runway. The 2025 Build Alternatives 3 and 4 runway utilization is shown by daytime and nighttime periods in Figure D During the daytime, most (34 percent) of the arrivals would use the new north/south runway (Runway 1W/19W) and the same proportion of departures (31 percent) would use Runways 30L and 30R. During the nighttime, most (38%) of the arrivals would use Runway 12L and most departures (62 percent) would use Runway 19R. Figure D-12.6 presents the runway and straight/turn percentages on an equivalent daily operations (EDO) basis. Based solely on EDO, most departure noise (33.2 percent of EDO) is expected for Runway 19R and most arrival noise (29 percent of EDO) is expected for Runway 19R. Flight Tracks - Flight tracks are the aircraft s actual path through the air projected vertically onto the ground. INM simulates the operation of the airport by flying the aircraft along relatively small numbers of flight tracks representing the large number of flight paths actually used by aircraft due to weather, traffic levels, pilot technique, and differing aircraft performance capabilities. These flight tracks do not represent the precise paths flown by all aircraft utilizing IAD. Instead, they represent the primary and average daily flight corridors for the airport. A flight corridor may be very wide. This characteristic of flight tracks to form a wide corridor is called dispersion. Appendix D-5, Figures D-5.7 through D-5.18 depict modeled departure and arrival flight tracks, with their associated dispersion tracks, for each of the operational subflows, for Build Alternative 3. Appendix D-6, Figures D-6.7 through D-6.18 depict modeled departure and arrival flight tracks with their associated dispersion tracks, for each of the operational subflows, for Build Alternative 4. With the exception of the Runway 1W/19W location, the flight tracks for Build Alternative 4 are identical to Build Alternative 3. Tables D-12.8 and D-12.9 present utilization percentages of departure and arrival flight tracks, respectively, for Build Alternatives 3 and 4. W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-10

11 Flight Profiles and Performance Data - INM contains reference noise and performance data on nearly all aircraft types operating at IAD, including aircraft with hushkits. Aircraft manufacturers provide the data to the FAA. The data are used to model aircraft departure and arrival flight profiles, and resultant noise exposure. Aircraft not specifically included in the database are modeled using appropriate substitution aircraft per the FAA s pre-approved substitution list. Flight profiles model the vertical paths of aircraft during departure and arrival to determine the altitude, speed, and engine thrust or power of an aircraft at any point along a flight track. INM uses this information to calculate noise exposure on the ground. Profiles are unique to each aircraft type and are based on user (e.g., airline) operation procedures, temperature, and aircraft weight. Standard INM departure profiles were used in this document. Departing aircraft were modeled beginning with takeoff roll and ending when the aircraft reached an altitude of 10,000 feet above field elevation. The INM aircraft database contains departure flight profiles for each aircraft type, grouped by stage length. Stage length is a term used in airport planning and noise modeling referring to the distance in Nautical Air Miles (NM) to the destination airport. INM assumes each aircraft type s weight increases with stage, or trip length, due to the need for more fuel, and also assumes each aircraft type s takeoff distance and climb performance is different for each stage length. Heavy (long trip, high stage length) aircraft have increased takeoff distances and lower climb rates than lighter (short trip) aircraft, for a given aircraft type. Stage lengths are indexed according to the range of trip length. As shown in Appendix D-2, Table D-2.10, indices range from 1 through 7 for trip ranges of 500 NM to more than 4,500 NM, respectively. Tables D-12.3 through D-12.6 showed the distribution of departures by stage length. The distribution of Air Carrier/Air Taxi and Cargo departure operations among stage lengths was based on the destinations of the Forecast s Year 2025 AWDPM schedule (event file) found in Appendix E of the Forecast. As using non-standard profiles was not within the scope of this study and because INM does not contain stage lengths other than stage length 1 for GA aircraft, GA/Air Taxi departure operations were constrained to stage length 1 (up to 500 nautical mile trip length). Identical to existing conditions, the distribution of Military jet departure operations among stage lengths was based on the resultant stage length distribution of all Air Carrier/Air Taxi Wide-body Jets. Similarly, the distribution of Military turboprop operations among stage lengths as constrained to stage length 1 for the same reason provided above for the GA aircraft. Arriving aircraft are not modeled with stage lengths as these aircraft consume most of their fuel during the flight, and land at typical landing weights. INM has a database of standard arrival flight profiles for each INM aircraft type. Arriving aircraft were modeled with a standard 3-degree descent angle for all approaches, beginning at an altitude of 6,000 feet above field elevation and ending with the aircraft touchdown and roll-out. W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/21/2004 D-12-11

12 Run-ups - During maintenance, aircraft engines are sometimes operated (i.e., run ) to check their performance. These engine operations, simply called run-ups, are typically cyclic, i.e., power/throttle is increased and decreased, and can last several minutes. Maintenance run-ups are often performed at nighttime. Table D lists the annual run-up operations modeled for the Year 2025 condition. Table D is identical to the table for existing conditions (Appendix D-2, Table D-2.11) except that the run-up operations have been factored (up or down) to reflect the change in flight operations of the aircraft performing run-ups. Maintenance run-ups would be performed at the hold-short areas of Runways 19 and 30 at runway heading. The high-power run-ups last no more than 10 minutes each but are primarily during the nighttime period. Approximately 6 high-power run-ups, on average, would be conducted every night (10:00 p.m. to 7:00 a.m.) Noise Exposure Contours - Noise exposure resulting from Year 2025 operations for Build Alternatives 3 and 4 are depicted as 60 DNL, 65 DNL, 70 DNL, and 75 DNL contours on Figures D-12.7 and D-12.8, respectively. Figures D-12.7 and D-12.8 also includes the Airport Noise Impact Overlay District (ANIOD) for Loudoun County and Fairfax County. A qualitative analysis of the 2025 noise exposure contours for both Build Alternatives 3 and 4 was performed to identify any significant differences between the ANIOD for Loudoun and Fairfax Counties and the 2025 Noise Contours for IAD. For this analysis, the 65 DNL noise contour was compared to the ANIOD and for Build Alternatives 3 and 4. In Loudoun County (north of the airport property), the year 2025 noise contours for Build Alternatives 3 and 4 would remain within the designated 60 DNL overlay zone of the ANIOD. The 65 DNL noise contour areas west of runway end 12L that extend beyond airport property would remain within the 65 DNL ANIOD, and the contours would remain within the 60 DNL ANIOD just north of the airport property, above runway end 12L. The noise contours extending south of future runway end 12R would remain within the 60 DNL ANIOD, except for a small portion north of Route 50 (John Mosby Highway) and the southwestern portion of the airport property that extend onto the one mile buffer of the Loudoun County ANIOD. The year DNL contours do not, however, extend onto the 15 residential parcels located just south of Route 50 that are within the year DNL contour that would experience an increase of 3 dba with both Build Alternatives 3 and 4. The land use in the buffer area affected by the 2025 Build Alternatives 3 and 4 noise contours is designated as Commercial/Industrial, and would be a compatible land use under that designation. The 65 DNL noise contours that extend south of airport property in Loudoun County do not extend past the 60 DNL ANIOD. In Fairfax County, the DNL noise contour for Build Alternatives 3 and 4 that extend south of runway end 1R (beyond airport property) would extend onto the 60 DNL ANIOD for Fairfax County. The land use in the affected area is designated as a Commercial/Industrial and would be a compatible land use under that designation. W:\ _Dulles\DEIS\Appendix\Appendix D\Working\Appendix D-12\Appendix D-12.doc\12/22/2004 D-12-12

13 MIXED 11 () 33% 34% 33% Mixed Flow = 53% of Daytime MIXED 12 () 33% 34% LEGEND Arrival Departure 33% MIXED-Night (100%) Mixed Flow = 90% of Nighttime 40% 30% 10% 25% 65% 10% 10% 10% Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 FIGURE Mixed Flow Runway Utilization D 12.1

14 NORTH 1 (33%) NORTH 2 (67%) North Flow = 21% of Daytime 32.5% 1.0% 32.5% 1.5% 10% 45% 32.5% 45% NORTH-Night (100%) 60% 10% 30% North Flow = 5% of Nighttime Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 North Flow Runway Utilization FIGURE D 12.2

15 South Flow = 25% of Daytime SOUTH 7 (33%) SOUTH 9 (33%) SOUTH 10 (34%) 25% 25% 60% 20% 20% 60% 40% 25% 25% 100% South Flow = 4% of Nighttime SOUTH-Night 40% 10% 75% 25% Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 FIGURE South Flow Runway Utilization D 12.3

16 Northwest Flow = 1% of Daytime NORTHWEST 4 Northwest Flow = 1% of Nighttime NORTHWEST- Night 75% 25% 25% 75% Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 Northwest Flow Runway Utilization FIGURE D 12.4

17 LEGEND Arrival Runway Departure Runway DAYTIME ( ) 34% 2% 5% 29% 10% Departures from Runways 1C and 1R account for 0.3% of total Day departures 2% 31% 31% 1% 8% 25% Arrivals to Runways 30L and 30R account for 1.0% of total Day arrivals 10% 10% NIGHTTIME ( ) 29% 38% 3% 9% Departures from Runways 1R and 30L account for 0.8% of total Night departures 25% 62% 10% Arrivals to Runway 30L and 30R account for 1.0% of total Night arrivals 12% 12% Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 Daytime and Nighttime Runway Utilization FIGURE D 12.5

18 LEGEND Arrival Equivalent Operations Runway Utilization Departure Equivalent Operations Runway Utilization 16.4% 29.0% Equivalent Operations General Departure Route Utilization 100% 100% 2.4% 1.5% 9.9% 100% 20.8% 1.0% 39% 52% 9% 0.3% 27.8% 0.3% 5% 95% 16.5% 33.2% 0.6% 18.2% * Equivalent operations equal daytime operations plus ten times nighttime operations (accounting for the DNL nighttime weighting factor). 100% 0.4% 52% 48% 10.9% 10.9% Not to Scale N Sources: Potomac TRACON, Washington Dulles International Airport ATCT, Build Alternatives 3 and 4 Equivalent Operations* Average Daily Runway Utilizations FIGURE D 12.6

19 TABLE D BUILD ALTERNATIVES 3 AND 4 DEPARTURE FLIGHT TRACK UTILIZATION Washington Dulles International Airport Environmental Impact Statement Runway 19R 19L 1L 1W Tracks Departures Runway Tracks Departures Day Night Day Night 19CD % 10.25% 1RAD % 0.10% 19CD % 10.25% 1RAD % 0.10% 19CD % 10.25% 1R 1RAD % 0.10% 19CD % 10.25% 1RAD % 0.10% 19CD % 10.25% 1RAD % 0.10% 19CD % 10.25% 30LD % 0.05% 19LD1 0.00% 0.90% 30LD % 0.01% 19LD2 0.00% 0.90% 30LD % 0.05% 30L 19LD3 0.00% 0.90% 30LD % 0.04% 19LD4 0.00% 0.90% 30LD % 0.05% 19LD5 0.00% 0.90% 30LD % 0.05% 19LD % 0.33% 30RD2 0.35% 0.00% 19LD % 0.33% 30RD3 0.35% 0.00% 19LD % 0.33% 30RD6 0.35% 0.00% 19LD % 0.00% 30RD7 0.00% 1.63% 19LD % 0.00% 30RD8 0.00% 1.63% 19LD % 0.00% 30RD9 0.08% 1.63% 19LD % 2.25% 30RD % 1.63% 19LD % 0.00% 30RD % 1.63% 30R 19LD % 2.25% 30RD % 1.70% 1CAD % 0.60% 30RD % 8.42% 1CAD % 0.60% 30RD % 0.05% 1CAD % 0.60% 30RD % 1.70% 1CAD % 0.60% 30RD % 1.70% 1CAD % 0.60% 30RD % 1.49% 1L(A/B)D % 0.00% 30RD % 1.49% 1L(A/B)D % 0.00% 30RD % 0.05% 1L(A/B)D % TOTAL 100% 100% 1L(A/B)D % 0.00% 1L(A/B)D % 0.00% Note: (A/B) = A represents Alternative 3, B represents Alternative 4

20 TABLE D BUILD ALTERNATIVES 3 AND 4 ARRIVAL FLIGHT TRACK UTILIZATION Washington Dulles International Airport Environmental Impact Statement Runway 12L 12R 1L 1W 1R 30L Tracks Departures Runway Tracks Departures Day Night Day Night 12LA % 19.00% 30RAA % 0.15% 12LA % 19.00% 30RAA % 0.15% 12RA % 0.00% 30R 30RAA % 0.15% 12RA % 0.00% 30RAA % 0.15% 1CA % 1.92% 30RAA % 0.15% 1CA % 1.92% 9CAA % 4.82% 1CDYA % 1.92% 9CAA % 4.82% 1CDYA % 1.92% 9CAA % 4.82% 19R 1CDYA % 1.92% 9CAA % 4.82% 1CDYA % 1.92% 9CAA % 4.82% 1LA % 0.00% 9CAA % 4. 1LA % 0.00% 9LAA % 1. 1LA % 0.00% 9LAA % 1.60% 1L(A/B)DYA % 0.00% 9LAA % 1.60% 19L 1L(A/B)DYA % 0.00% 9LAA % 1.60% 1L(A/B)DYA % 0.00% 9LAA % 1.60% 1L(A/B)DYA % 0.00% 9LAA % 1. 1L(A/B)DYA % 0.00% 9R(A/B)A % 0.00% 1RA % 1.84% 9R(A/B)A % 0.00% 1RA % 1.84% 9R(A/B)A % 0.00% 1RA % 1.84% 19W 9R(A/B)A % 0.00% 1RDYA % 9R(A/B)A % 0.00% 1RDYA % 1.84% 9R(A/B)A % 0.00% 1RDYA % 1.15% 9R(A/B)A % 0.00% 1RDYA % 1.15% TOTAL 100% 100% 30LAA % 0.08% 30LAA % 0.08% 30LAA % 0.08% Note: (A/B) = A represents Alternative 3, B represents Alternative 4

21 TABLE D SUMMARY OF ANNUAL AIRCRAFT RUN-UP OPERATIONS (2025) Washington Dulles International Airport Environmental Impact Statement Aircraft Canadair Regional Jet Jetstream 41 2 (turboprop) 2 (jet) SF340 Runway 19 L/R Holdshort area Dornier 328 DHC8 301 (turboprop) Westwind/A stra Number of Engines 2 (jet) INM Aircraft ID CL601 IA1125 Location Runway 30 Hold-short area Magnetic Heading (degrees) Power Setting (% RPM) Duration (seconds, each engine) Annual Operations (all engines) Day Night 100% % % % Idle Day = 7:00 a.m. to 10:00 p.m. Night = 10:00 p.m. to 7:00 a.m. Source: Atlantic Coast Airlines and Signature Flight Support Operations Departments, May Note: DHC8 operations reflect forecasted increase in Commercial Turboprop DHC8 flight operations IA1125 operations reflect forecasted increase in GA Business Jet IA1125 flight operations CL601 operations reflect forecasted increase in CL601 Regional Jet flight operations SF340 operations reflect forecasted decrease in SF340 Commercial Turboprop flight operations

22 Goo se H:[gis on ml370]/dulles_eis/ /applications/mxd/figure D-12.7, 2025 Build Alternative 3 Noise Exposure Contour.mxd, LAV,rpf, 12/14/04 DULLES Y E GR DO OLD OX R D AY W LOU EN UN COUNTY JO HN MO S BY HW SULLY R D W PK WA SH ING DU T LLE O N S AC CE SS TO LL & RO AD Y Airport Overlay Zones Loudoun County LDN 60-1 Mile Buffer LDN 60 BR A DD OC K RD LO UD FA IR OUN FA X LEGEND Year 2025 Build Alternative 3 Noise Contours 65 DNL 70 DNL 75 DNL LDN 65 Fairfax County LDN 60 - Comprehensive Plan Policy LDN 65 LDN 70 LDN 75 LE ME E JA MO CK RIA SON LH WY Other Features Acquisition Area County Line Detailed Study Area Existing Airport Boundary Generalized Study Area Roadways 0 9,000Feet Scale: 1" = 9,000' Sources: -Fairfax County, VA, Loudoun County, VA, URS Corporation, 2004 Notes: - The Zoning District boundaries are approximate, based on best available data provided to the FAA. Consult official zoning maps and ordinances regarding specific property zoning. - LDN refers to DNL noise metric BUILD ALTERNATIVE 3 NOISE EXPOSURE CONTOUR FIGURE D-12.7 DATE: 12/14/04

23 Goo se H:[gis on ml370]/dulles_eis/ /applications/mxd/figure D-12.8, 2025 Build Alternative 4 Noise Exposure Contour.mxd, rpf, 12/14/04 DULLES Y E GR DO OLD OX R D AY W LOU EN UN COUNTY JO HN MO S BY HW SULLY R D W PK WA SH ING DU T LLE O N S AC CE SS TO LL & RO AD Y Airport Overlay Zones Loudoun County LDN 60-1 Mile Buffer LDN 60 BR A DD OC K RD LO UD FA IR OUN FA X LEGEND Year 2025 Build Alternative 4 Noise Contours 65 DNL 70 DNL 75 DNL LDN 65 Fairfax County LDN 60 - Comprehensive Plan Policy LDN 65 LDN 70 LDN 75 LE ME E JA MO CK RIA SON LH WY Other Features Acquisition Area County Line Detailed Study Area Existing Airport Boundary Generalized Study Area Roadways 0 9,000Feet Scale: 1" = 9,000' Sources: -Fairfax County, VA, Loudoun County, VA, URS Corporation, 2004 Notes: - The Zoning District boundaries are approximate, based on best available data provided to the FAA. Consult official zoning maps and ordinances regarding specific property zoning. - LDN refers to DNL noise metric BUILD ALTERNATIVE 4 NOISE EXPOSURE CONTOUR FIGURE D-12.8 DATE: 12/14/04

24 References FAA, 2002, Final Environmental Impact Statement, Potomac Consolidated TRACON Airspace Redesign, US Department of Transportation, Federal Aviation Administration, December HNTB, 2000, Aviation Activity Forecasts, Final Draft, HNTB Corporation, October HNTB, 2003, Washington Dulles International Airport Updated Activity Forecasts and Simulation, HNTB Corporation, November 2003.