2. 1:45 to 1:50 Review and Approval of November 18, 2009 NOC Meeting Minutes

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1 Minneapolis/St. Paul International Airport (MSP) Noise Oversight Committee (NOC) Meeting Agenda January 2, 21 1:3 P.M. Lindbergh Conference Room MAC General Office Building th Avenue South Minneapolis, MN 5545 (Vern Wilcox, Bloomington City Council Member & NOC Co-Chair, will be the acting Chairperson for the meeting) *Note: 1: to 1:3 Committee Agenda Review Session (NOC members only in the Coleman Conference Room) 1. 1:3 to 1:45 Public Comment Period 2. 1:45 to 1:5 Review and Approval of November 18, 29 NOC Meeting Minutes 3. 1:5 to 2:15 Nighttime Runway Use: FAA Response on Nighttime Parallel Runway Usage 4. 2:15 to 2:3 Minneapolis/St. Paul International Airport (MSP) Pilot Guide 5. 2:3 to 3: Minneapolis/St. Paul International Airport (MSP) Long Term Comprehensive Plan (LTCP) Update 6. 3: Adjournment

2 MEMORANDUM ITEM 3 TO: FROM: SUBJECT: MSP Noise Oversight Committee (NOC) Chad E. Leqve, Manager Aviation Noise and Satellite Programs NIGHTTIME RUNWAY USE: FAA RESPONSE ON NIGHTTIME PARALLEL RUNWAY USAGE DATE: January 6, 21 At the September 16, 29 NOC meeting the Committee reviewed staff s analysis of nighttime operations data from August 1, 29 through July 31, 29. In consideration of the parallel runway use percentages the Committee directed staff to send a letter to the FAA with specific questions related to the balance of operations on the parallel runways during the nighttime hours. Attachment A provides the letter that was sent by the NOC Co-Chairs per the Committee s direction. On October 15, 29 the FAA responded to the Co-Chairs letter (see Attachment B). At the November 18, 29 NOC meeting the Committee again discussed the topic and reviewed the FAA s October 15, 29 response. Additional questions were raised by Representative Duggan Mendota Heights, related to the FAA s nighttime runway use. The Committee requested that Representative Duggan submit his additional questions to MAC staff for consideration at the next Committee meeting. On December 14, 29 MAC staff received a letter from the City of Mendota Heights (see Attachment C); Attachment D provides MAC staff s December 17, 29 response letter. Attachments E and F provide recent nighttime runway use percentages for November 29 and December 29, respectively. At the January 2, 21 NOC meeting Mr. Carl Rydeen FAA, will address the Committee on the points raised in the City of Mendota Heights December 14, 29 letter.

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21 Attachment E Nighttime All Operations 1:3 p.m. to 6: a.m. Runway Use Report November 29 RWY 4 12L 12R L 3R 35 Arrival/ Count Departure Overflight Area Operations Arr So. Richfield/Bloomington Arr So. Minneapolis/No. Richfield 112 Arr So. Minneapolis/No. Richfield 234 Arr So. Minneapolis 1 Arr St. Paul/Highland Park 1 Arr Eagan/Mendota Heights 323 Arr Eagan/Mendota Heights 141 Arr Bloomington/Eagan 1 Total Arrivals 813 Percent % 13.8% 28.8%.1%.1% 39.7% 17.3%.1% RWY 4 12L 12R L 3R 35 Arrival/ Count Departure Overflight Area Operations Dep St. Paul/Highland Park 1 Dep Eagan/Mendota Heights 31 Dep Eagan/Mendota Heights 75 Dep Bloomington/Eagan 22 Dep So. Richfield/Bloomington Dep So. Minneapolis/No. Richfield 43 Dep So. Minneapolis/No. Richfield 18 Dep So. Minneapolis 1 Total Departures 191 Percent.5% 16.2% 39.3% 11.5% % 22.5% 9.4%.5% Total Operations 14 Last Year Count Operations Last Year Count Operations Last Year Percent % 16.3% 23.3% % % 41.9% 18.1%.4% Last Year Percent % 32% 16.9% 9.2%.1% 11.3% 3.5% % 1839 Note: Sum of RUS % may not equal 1% due to rounding. Report Generated: 12/11/29 12:2-7-

22 Attachment F Nighttime All Operations 1:3 p.m. to 6: a.m. Runway Use Report December 29 RWY 4 12L 12R L 3R 35 Arrival/ Count Departure Overflight Area Operations Arr So. Richfield/Bloomington Arr So. Minneapolis/No. Richfield 121 Arr So. Minneapolis/No. Richfield 177 Arr So. Minneapolis Arr St. Paul/Highland Park Arr Eagan/Mendota Heights 441 Arr Eagan/Mendota Heights 253 Arr Bloomington/Eagan 7 Total Arrivals 999 Percent % 12.1% 17.7% % % 44.1% 25.3%.7% RWY 4 12L 12R L 3R 35 Arrival/ Count Departure Overflight Area Operations Dep St. Paul/Highland Park Dep Eagan/Mendota Heights 91 Dep Eagan/Mendota Heights 72 Dep Bloomington/Eagan 16 Dep So. Richfield/Bloomington Dep So. Minneapolis/No. Richfield 123 Dep So. Minneapolis/No. Richfield 143 Dep So. Minneapolis Total Departures 445 Percent % 2.4% 16.2% 3.6% % 27.6% 32.1% % Total Operations 1444 Last Year Count Operations Last Year Count Operations Last Year Percent % 1.9% 19.8% % % 45.2% 23.8%.3% Last Year Percent % 21.4% 13.7% 7.4% % 23.2% 34.3% % 2395 Note: Sum of RUS % may not equal 1% due to rounding. Report Generated: 1/5/21 12:49-7-

23 MEMORANDUM ITEM 4 TO: FROM: SUBJECT: MSP Noise Oversight Committee (NOC) Chad E. Leqve, Manager Aviation Noise and Satellite Programs MINNEAPOLIS/ST. PAUL INTERNATIONAL AIRPORT (MSP) PILOT GUIDE DATE: January 6, 21 An important part of ensuring the success of noise abatement measures at an airport is providing adequate information resources to the pilot community. Therefore, development and distribution of a pilot guide was included as a NOC action item in the 21 NOC Work Plan. A draft pilot information document is attached. The document has been developed to provide pilots with a summary of the noise abatement procedures in place at MSP in a format replicating a Jeppesen chart insert, so that the document could easily be included in pilots flight chart binders for easy access and reference in the cockpit. Staff will provide a briefing on this topic at the January 2, 21 NOC meeting. COMMITTEE ACTION RECOMMEND MAC APPROVAL OF THE PILOT INFOMRATION GUIDE AND DIRECT STAFF TO DISTRIBUTE THE DOCUMENT IN COORDINATION WITH AIRPORT USERS.

24 DRAFT Minneapolis St. Paul International Airport KMSP KMSP Pilot Information and Noise Abatement Program Pilots flying in and out of Minneapolis-St. Paul International Airport (MSP) operate over a major metropolitan area that surrounds the airport. This metropolitan area is our community. To help address the noise impacts in our community, the Metropolitan Airports Commission (MAC) has implemented a world class noise abatement program for MSP that is looked upon as one of the industry s leaders among the nation s airports. The accomplishments of the MSP noise abatement program to date are the result of cooperative efforts made by the MAC, pilots, community representatives, and the Federal Aviation Administration (FAA). Some of the most noted accomplishments include: installation of an Airport Noise and Operations Monitoring System and 39 remote monitoring towers; implementation of a Part 15 program in 1987 with updates in 1992 and 24; sound mitigation of over 7,8 structures and acquisition of more than 4 residences; creation of the Noise Oversight Committee; and development of operational procedures in and out of MSP to minimize noise impacts on our community. MSP IS A NOISE SENSITIVE AREA Please be sensitive to MSP neighbors. Avoid prolonged low altitude flight activity when possible. The Metropolitan Airports Commission thanks you for your professionalism in helping us make MSP one of the most environmentally friendly airports in the nation.. For additional copies of this pilot guide contact: (612) or visit DRAFT KMSP DRAFT AIRPORT INFORMATION Field Elevation: 841 RWYS: 4-22, 12L-3R, 12R-3L, and S1, D2, ST175, DT4, and DDT85 RUNWAY INFORMATION & COMMUNICATIONS RWY ,6 x 15 MINNEAPOLIS TOWER: (12R-3L & 4-22) ILS RWY 4, LOC RWY 22, PAPI (3. ), MALSR Displaced Threshold RWY 4 1,55 and RWY Obstructions: trees RWY 12L - 3R 8,2 x 15 MINNEAPOLIS TOWER: (12l-3R) ILS/DME (Cat II or III), PAPI (3. ), ALSF2 RWY 12L Displaced Threshold RWY 3R 2 Obstructions: trees RWY 12R - 3L 1, x 2 MINNEAPOLIS TOWER: (12R-3L) ILS/DME RWY (Cat II/ or III), PAPI (3. ), ALSF2 Obstructions: trees RWY , x 15 MINNEAPOLIS TOWER: (17-35) ILS/DME RWY 35, LOC/DME RWY 17, PAPI (3. ), ALSF2 RWY 35 Obstruction: tree ATIS/ASOS, GROUND CONTROL, & CLEARANCE DELIVERY ATIS ARR: ATIS DEP: 12.8 GND CON N GND CON S CLNC DEL DRAFT Printed 1/4/21

25 MSP Runway Use and Operational Procedures ARRIVALS Arrivals to MSP will operate over residential areas, particularly on final approach. Noise generated by drag and disruption of airflow along the aircraft surface is intensified when the landing gear is extended. HOW CAN PILOTS HELP? Pilots can help reduce the noise impacts by avoiding early extension of the landing gear whenever possible. Delaying extension of the landing gear until it is necessary for compliance with ATC instructions and preparation for a safe landing will help minimize unnecessary drag and noise without jeopardizing a safe landing. DEPARTURES Noise Abatement Departure Profiles (NADP) were designed to reduce noise exposure for residents living close-in to an airport (within 3.5 miles/close-in procedure) or further out (beyond 3.5 miles/distant procedure) from an airport. The Metropolitan Airports Commission (MAC) has designated the distant procedure for all runways at MSP (4, 22,3L/R,12L/R, 35, and 17). The Distant NADP, sometimes referred to as the Standard procedure, is designed to benefit residents further from the airport (beyond 3.5 miles). Runway 12L and 12R Eagan/Mendota Heights Departure Corridor The area immediately southeast of MSP beyond the Minnesota River has been purposely developed as a commercial/industrial corridor. When safety and weather conditions permit, FAA air traffic controllers will direct departing aircraft to utilize Runways 12L and 12R to help keep jet aircraft within the Eagan/Mendota Heights established corridor boundaries. HOW CAN PILOTS HELP? Pilots can help by anticipating a corridor heading and precisely following the assigned heading. This will ensure that a greater number of operations will track through the corridor area and reduce noise impacts on our neighbors. Eagan/Mendota Heights Departure Corridor Area Runway 17 Turbojet Departure Procedure Runway 17/35 opened in October 25. This 8, ft. runway adds 25 percent more operational capacity at MSP. To help make this new runway a success, the MAC gained approval for an innovative procedure off Runway 17 that will help reduce noise impacts to residents in close proximity to the departure end. The success of future development projects at the airport is largely dependent on minimizing noise impacts from Runway 17 operations to the greatest extent possible. This procedure is identified as the Runway 17 Turbojet Departure Procedure (DP). The Runway 17 Turbojet DP is implemented via ATC instructions to pilots. The FAA issued a notice (MSP AT N711.28) stating that all aircraft departing Runway 17 will be assigned runway heading until reaching 3 NM DME. After reaching 3 NM DME, ATC will assign a heading west of runway heading. HOW CAN PILOTS HELP? Familiarize yourself with the Runway 17 Turbojet DP and other departure procedures designed for Runway 17, and follow ATC instructions precisely. The Runway 17 RNAV DP focuses departure paths over the Minnesota River to help reduce noise impacts south of MSP. During low-demand time periods pilots may receive instructions to perform the Runway 17 River Published DP or the Runway 17 River DP. Runway 17 Turbojet Departure Procedure DRAFT HOW CAN PILOTS HELP? Pilots can help by following the procedures outlined in your aircraft operating handbook/flight manual to ensure proper implementation of the distant procedure. Fly the procedure each and every time you depart MSP. NOTE: FAA REGULATIONS AND REQUIREMENTS TAKE PRECEDENCE OVER NOISE ABATEMENT PROCEDURES. RECOMMENDED PROCEDURES ARE NOT IN- TENDED TO CONFLICT WITH INSTRUCTIONS FROM ATC OR THOSE THAT ARE THE EXCLUSIVE AUTHORITY OF THE FAA. m a c n o i s e. c o m DRAFT

26 MEMORANDUM ITEM 5 TO: FROM: MSP Noise Oversight Committee (NOC) Dennis Probst, Deputy Executive Director Planning & Environment SUBJECT: MINNEAPOLIS/ST.PAUL INTERNATIONAL AIRPORT (MSP) LONG TERM COMPREHENSIVE PLAN (LTCP) DATE: January 6, 21 Metropolitan Airport Commission (MAC) staff is continuing its efforts to complete the Long Term Comprehensive Plan update for Minneapolis-St. Paul International Airport. The forecasts, facility requirements, concept analysis, cost estimates and noise contours have been completed. In addition, the majority of the public involvement program has been completed, with only a 3-day written public comment review period remaining. The attached Executive Summary briefly discusses the plan update and presents recommendations for the planning period. No runway expansion is proposed. Upon MAC Commission approval of the recommendations, staff will complete the LTCP Update draft. The draft document will be made available for a 3-day public written comment period anticipated to occur between the months of January and February 21. Once written comments are received, staff will include them in the document, and present it to the Commission requesting the authority to submit the document to the Metropolitan Council for its review. Staff will provide a briefing on this topic at the January 2, 21 NOC meeting.

27 Minneapolis St. Paul International Airport (MSP) Long Term Comprehensive Plan Update Executive Summary Purpose The Metropolitan Council adopted guidelines to integrate information pertinent to planning, developing, and operating the region s airports in a manner compatible with their surrounding environs. The process to ensure this orderly development is documented in a Long Term Comprehensive Plan (LTCP) for each airport. Recognizing the dynamic nature of the aviation industry, the plans are to be updated regularly. The previous LTCP for the Minneapolis-St. Paul International Airport was completed in The 29 update will be the first revision to that LTCP and reflects substantial changes for MSP and the aviation industry over the previous 13 years. Need The aviation industry has changed since the previous LTCP for MSP was published in Airline consolidation, shifts in the aircraft fleet, new technologies, and evolving security protocols stemming from the September 11, 21 terrorist attacks have resulted in many changes to operations that require new approaches to airport planning. These changes have affected airline service patterns, passenger processing and behavior, and have resulted in some development at MSP that was not part of the 1996 LTCP. Airports work best when the capacities of their various elements are balanced and work in harmony to provide a safe, efficient system of facilities with a high level of customer service. Over time, some of MSP s facilities have become less efficient and some have not been improved to meet the dynamic needs of today s travelers. While MSP s airfield has been dramatically improved with the addition of a fourth runway in 25, portions of the terminal and landside facilities have become outdated and need improvement. MSP s two-terminal system could be utilized more efficiently to provide better service to airlines and passengers alike. Terminal facilities, including the international arrivals hall, bag claim hall, passenger security screening, and some concourses, need improvement. Access roads, parking, and terminal curb areas are also in need of enhancements to serve increasing passenger levels into the future. Finally, even with the new runway, MSP s airfield may require additional taxiways to improve aircraft circulation, especially around the terminal areas. These issues are the primary focuses of this updated LTCP. The LTCP is a 2-year plan for MSP focused on developing facilities to accommodate forecast growth in a safe and efficient manner with a high level of customer service. Proposed improvements are phased to reflect the gradual growth of demand at MSP and to reflect lead time required for detailed planning, environmental analysis, design, and implementation. Process and Content The LTCP consists of five primary tasks:

28 1. Assessing the condition and capacity of existing facilities 2. Forecasting long-range aviation demand 3. Determining future facility requirements 4. Identifying and evaluating various development options 5. Selecting a preferred comprehensive plan The LTCP Update identifies the type and location of facility improvements needed to safely and efficiently accommodate aviation demand through the year 23. The LTCP Update also provides guidance for phasing airport improvements during the development period. Noise contours were also generated for 23 and are included in the full report. The goals of this LTCP Update were established at the outset of the planning process and are listed here: 1. Provide sufficient, environmentally-friendly facilities to serve existing and future demand; 2. Provide improved energy efficiencies; 3. Encourage increased use of public transportation; 4. Minimize confusion associated with having two terminals and multiple access points; 5. Allow for flexibility in growth; 6. Utilize and maintain existing facilities to the fullest extent possible; and 7. Enhance aircraft operational safety and efficiency. Inventory Existing facilities at MSP were inventoried and their conditions and capacities assessed. The inventory shows that future plans for MSP will require consideration of balancing airfield capacity, terminal capacity, and landside capacity. In addition to properly balancing the capacities of these three functional elements of the airport, more efficient balance and utilization of the airport s two terminal complexes required consideration.

29 Forecast Forecasts of annual passenger boardings and aircraft operations (takeoffs and landings) were completed in June 29. They show that passenger boardings are expected to increase by more than 73% by 23, growing from 16.4 million to 28.4 million. Total aircraft operations at MSP are expected to grow by about 4% from 45, to 63, by 23. While the current economic recession has resulted in declines in both boardings and operations at MSP since 25, passenger boardings are expected to return to previous levels in 213, and operations are expected to return to previous levels in 219.

30 Facility Requirements Growth in the number of passengers and aircraft operations will require airport facilities to be improved in order to continue operating in a safe and efficient manner. The inventory of airport facilities and existing capacity evaluation identified 15 key focus areas for the LTCP Update to evaluate. Each of these focus areas identified existing facilities that are operating inefficiently today or are expected to operative inefficiently with moderate increases in passenger numbers. The 15 focus areas are: 1. Balancing passenger demand between the two terminals 2. Reallocation of airlines between the two terminals 3. Arrival curbside capacity (Lindbergh Terminal) 4. Public parking (Both Terminals) 5. Wayfinding / Signage for the airport roadways 6. Baggage claim facilities (Lindbergh Terminal) 7. Security Screening Check Points (SSCP) (Lindbergh Terminal) 8. International Arrivals Customs and Border Patrol (CBP) facilities (Lindbergh Terminal) 9. Regional carrier aircraft gates (Lindbergh Terminal) 1. Refurbishing Concourses E and F (Lindbergh Terminal) 11. Rental car facilities (Both Terminals) 12. Airfield capacity and taxiways 13. The United States Post Office facility (Lindbergh Terminal) 14. Potential development of an airport hotel 15. Air Traffic Control Tower (ATCT) improvements The analysis concluded that the existing passenger terminal complexes and their landside facilities are not able to accommodate planned forecast growth without expansion. Growth in passenger boardings will prompt additional aircraft gates, parking, roadway improvements and terminal space to allow passengers to enjoy a safe and comfortable airport environment. Balancing passenger demand between the Lindbergh and Humphrey Terminals will result in improved efficiency and customer service of both facilities. This balance can best be achieved by utilizing the Lindbergh Terminal to accommodate Delta Air Lines and its partner airlines while relocating all other airlines to the Humphrey Terminal. The aviation activity forecast suggests that this move should occur by 215. Though aircraft operations will be growing as well, the existing four-runway airfield is expected to be able to continue operating in a safe and efficient manner without the need for additional runways. Some improvements to taxiways are recommended to help aircraft move around the airfield as they taxi between the runways and the terminal complexes.

31 Concepts Though it is typical for an airport LTCP effort to provide a series of broad organizational concepts for airport development, the nature of this study was to focus on key facilities and develop concepts that would resolve existing and forecast facility deficiencies. A more detailed description, by subject area, is included in the full report and a summary of the recommendations is provided below and shown on Figure 1 located at the end of this Executive Summary. Humphrey Terminal ADDITIONAL GATES o New gates will be added by extending the passenger concourses to the north and south accommodating up to 26 additional gates. PASSENGER PROCESSING o Ticketing and baggage claim facilities will be expanded to accommodate additional airlines and passengers. PARKING o Existing garages will be expanded to accommodate future parking demand. RENTAL CAR FACILITIES o Accommodations for rental cars will be provided by developing facilities in expanded and existing parking garages. ACCESS ROADS o Post Road and 34th Street will be modified and signed to accommodate increasing traffic volumes and simplify circulation. Lindbergh Terminal ADDITIONAL GATES o Extending Concourse G will provide new gates capable of accommodating domestic or international flights. EXPANDED INTERNATIONAL ARRIVALS (CBP) FACILITY o New, larger facilities will be provided as part of the Concourse G expansion to accommodate forecasted growth in demand for international flights to MSP. SECURITY SCREENING o Reconfiguration of security screening areas will improve efficiency and reduce wait times. BAGGAGE CLAIM o The existing baggage claim hall will be reconfigured with larger, modern baggage claim systems.

32 PARKING o Additional parking garages will be constructed to accommodate existing and future parking demand. ARRIVALS CURB o Improvements to the curb area will improve capacity and efficiency for arriving passengers to reach shuttles, taxis, and private vehicles. HOTEL o A site has been identified that may be appropriate for hotel development. Facility Implementation Schedule and Costs Improvements must be phased and constructed in response to demand and with consideration for the capital improvement budget. A preliminary phasing plan prepared for the LTCP Update includes four 5-year phases along with very preliminary cost estimates. These costs are for new development only and do not include normal rehabilitation and maintenance efforts that will be required during this period. The costs are based upon planning concepts for the airport. Preliminary design has not been accomplished for any of these projects. The costs therefore, represent the general order of magnitude of costs that could be expected for the proposed development. They are expressed in 29 dollars, with no allowance for inflation. Phase I (21-215): Expand Humphrey Terminal and relocate airlines. o Cost Range - $38 Million - $445 Million Phase II (215-22): Modernize and expand Lindbergh Terminal, including a new international arrivals facility. o Cost Range - $81 Million - $96 Million Phase III (22-225): Complete expansion of Humphrey Terminal, balancing passenger loads between the two terminals. o Cost Range - $62 Million - $735 Million Phase IV (225-23): Construct crossover taxiways and access road improvements at Lindbergh Terminal. o Cost Range - $19 Million - $225 Million This phasing plan allows improvements to be implemented over a 2-year period in response to gradual increases in demand. It also allows implementation of improvements to occur with minimal disruption to the day-to-day operation of the airport.