Permanent Noise Monitoring Act Prepared by: For further information, please contact: Daniel Porter at 401-691-2419.
TABLE OF CONTENTS Introduction...3 Permanent Noise Monitoring Act...3 Passenger Activity...4 Aircraft Operations...4 Total Operations...5 Part 36 Certification...7 Late Night Operations...8 By Time...9 By Airline...9 By Aircraft Category... 10 Part 150 Noise Abatement Corridor Compliance... 10 By Airline... 14 By Runway... 15 Noise Complaints... 19 Appendix A: Part 150 Corridor Deviations... 20 Page 2 of 24
Introduction This report is prepared for the Rhode Island General Assembly in conformance with the Permanent Noise Monitoring Act of 1998, as amended. It contains statistical information on aircraft operations, activity levels by aircraft types, and noise complaints for the First Quarter, 2014. T. F. Green Airport is a small-hub commercial service airport located in Warwick, RI. It serves the Rhode Island, Southern Massachusetts and Eastern Connecticut communities. The airport has two active runways, 5-23 and 16-34. Runway 5-23 is 7,166 feet long and 150 feet wide. It is oriented in a north/south direction and serves as the primary runway for most operations. Runway 16-34 is the crosswind runway oriented in a northwest/southeast direction. It is 6,081 feet long and 150 feet wide and is utilized as weather conditions dictate. T. F. Green was among the first airports in the country to participate in the Federal Aviation Administration s Noise and Land Use Compatibility Program, commonly referred to as Part 150. Under the direction of the State of Rhode Island and now the, T. F. Green Airport has had an active noise mitigation program since the early 1980s. In 1998, RIAC undertook a complete update of the original Part 150 Study and recommended several new operations procedures designed to minimize noise impacts on surrounding communities. The center of these recommendations involved the implementation of noise abatement departure procedures for turbojet aircraft. In June 2000, the FAA approved these new procedures and the local air traffic control tower implemented the assigned departure headings in an effort to reduce the number of persons adversely affected by aircraft operations. Permanent Noise Monitoring Act In 1998, the Rhode Island Legislature enacted Title 1, Aeronautics, Chapter 1-5; Permanent Noise Monitoring Act Aircraft Operations Monitoring System (AOMS). This Act required the (RIAC) to install an aircraft operations monitoring system, and collect and report a summary of the collected data on a quarterly basis. This document is generated to meet those requirements. The AOMS previously relied on five (5) radar sensors deployed throughout the State of Rhode Island. The sensors were subject to repeated failures resulting in loss of data when one or more sensors were not fully operational. The sensors and Data Acquisition System have exceeded their expected service life. RIAC has updated the system by integrating multiple existing aircraft surveillance systems merged into a single data stream to improve reliability and accuracy of data. The data is archived for use in generating reports. Information collected includes; aircraft type, flight number, registration number, altitude, arrival/departure status and the origin or destination. Page 3 of 24
Passenger Activity Airports use two criterion to measure activity, the number of operations and the number of passengers. This section discusses the passenger activity levels associated with aircraft operations at T. F Green Airport in the First Quarter of 2014. T. F. Green served approximately 786,966 passengers during the First Quarter. Figure 1 shows the number of passengers that have utilized the airport via scheduled air carriers, commuter and charter flights since 2013. Figure 1: Total Passengers, by Quarter 1,050,000 1,000,000 # of Passengers 950,000 900,000 850,000 2013 2014 800,000 750,000 1st Qtr 2nd Qtr 3rd Qtr 4th Qtr Quarters Source: RIAC 2013-2014, Passenger Activity Report Aircraft Operations Aircraft operations can be classified in a number of ways including by type of aircraft, arrivals/departures, origin/destination, airline fleet, Part 36 (relative noisiness) and time of day. To present the overall perspective of operations, Table 1, highlights the arrivals and departures of all aircraft by runway at T. F. Green Airport. Page 4 of 24
In general aircraft must take off into the wind, therefore, aircraft also arrive into the wind to remain consistent with the traffic flow and avoid aircraft departing and arriving in the same direction. As previously stated, there are two runways at T. F. Green, 5-23 and 16-34. Runways are given numbers based on the compass heading for each runway end. By designating each runway end, the Air Traffic Control Tower and pilots know which direction to land or depart. For example, Runway 5 has a compass heading of 050 degrees and is oriented to the north. Aircraft operating on this runway will depart to the north and arrive from the south. Conversely, Runway 23 has a heading of 230 degrees and is oriented to the south. Aircraft operating on Runway 23 will depart to the south and arrive from the north. Total Operations The Aircraft Operations Monitoring System (AOMS) collected 12,860 flight tracks during this period. There were 7,207 departures and 5,653 arrivals for an average of 143 operations per day. Table 1 depicts aircraft operations by runway and operation type. 1 Table 1: Total AOMS Operations by Runway, 1 st Quarter 2014 2 Runway Arrivals Departures Total # of Ops % # of Ops % # of Ops % 23 2,622 46% 3,711 51% 6,333 49% 5 1,773 31% 2,100 29% 3,873 30% 16 49 1% 165 2% 214 2% 34 1,209 21% 1,231 17% 2,440 19% Total 5,653 100% 7,207 100% 12,860 100% Source: RIAC 2014 Aircraft Operations Monitoring System Figure 2 depicts this runway use graphically over an aerial view of the airport. 1 Detailed record of operations by aircraft type and time of day can be found on T.F. Green Airport s website, www.pvdairport.com, listed under Quarterly Aircraft Operations Report, Runway Operations Data 1st Quarter, 2014. 2 The aggregate number of aircraft operations reported by the FAA for the First Quarter 2014 was 15,543. Page 5 of 24
Figure 2: Aerial View of Total Operations, by Runway End, 1st Quarter, 2014 Source: RIAC, Aircraft Operations Monitoring System, 2014 Page 6 of 24
The balance of this report will focus the scheduled commercial aircraft and cargo operations. Part 36 Certification As shown in Figure 3, during the First Quarter of 2014 there were approximately 4,382 departures of commercial aircraft from T. F. Green Airport, approximately 50 operations per day. The overall percentage of pure Stage 3 aircraft operating at T. F. Green Airport was at 96%. Figure 3: Schedule Departures by Noise Classification 8000 7000 # of Departures 6000 5000 4000 3000 2000 1000 0 2Q 2013 3Q 2013 4Q 2013 1Q 2014 Quarters Stage 3 Stage 3 Huskitted Source: RIAC, Airline Activity Reports and Aircraft Operations Monitoring System, 2013 The airlines (air carrier and commuter) accounted for 4,218 (96%) of the 4,382 commercial departures from T. F. Green Airport, (Table 2). The majority of airlines are operating at 100% pure Stage 3 aircraft. One airline is still utilizing a Stage 3 Hushkitted Aircraft for a portion of their service. Table 2 illustrates each scheduled air carrier s contribution to daily flights and percentage use of the quietest aircraft. Page 7 of 24
Table 2: Airline Departures, by Part 36 Certification, First Quarter 2014 Airline Stage 3 Hushkitted Aircraft Pure Stage 3 Aircraft Total Operations Avg. Daily Departures # of Departures % # of Departures % Delta 188 33% 376 67% 564 6 Southwest 0 0% 1,450 100% 1,450 16 US Airways 0 0% 1,280 100% 1,280 14 JetBlue 0 0% 259 100% 259 3 United 0 0% 542 100% 542 6 Republic 0 0% 9 100% 9.1 Total 188 Source: RIAC Air Carrier Reports, 2013 4% 3,916 96% 4,104 45.1 Late Night Operations (Midnight 6:00 a.m.) RIAC has implemented a voluntary nighttime curfew for operations between midnight and 6:00 a.m. However, should a flight be delayed for weather, operational or mechanical reasons, it will continue to operate so that passengers will not be unduly disrupted. Airline operations constituted the largest number of late night operations during this quarter with 97 operations out of an overall total of 234 operations. Late night general aviation operations totaled 88 with cargo and commuter next at 49 total operations. Of the late night operations, 118 occurred between midnight and 1:00 a.m. and 26 occurred between 1:00 and 2:00 a.m. and were comprised mainly of arrivals (Figure 4). Page 8 of 24
Figure 4: Late Night Operations for All Aircraft Types, by Time 140 120 # of Operations 100 80 60 40 20 0 1st Qtr 2nd Qtr 3rd Qtr 4th Qtr 12:00-12:59 1:00-1:59 2:00-2:59 3:00-3:59 4:00-4:59 5:00-5:59 Source: RIAC Operations Logs & Operations Monitoring System 2013 Late night arrivals are predominantly arrivals of delayed flights occurring between midnight and 1:00 a.m. RIAC continues to work with the airlines to decrease the number of late night operations. Figure 5: Late Night Operations, by Airline, by Operations Axis Title 80 70 60 50 40 30 20 10 0 Delta Southwest United US Airways JetBlue 1st Qtr 2nd Qtr 3rd Qtr 4th Qtr As shown in Figure 5, Southwest Airlines and US Airways had the greatest number of late night operations. It should be noted that this accounts for a small percentage of the individual airlines total operations at T. F. Green. The majority of these operations were arrivals of delayed flights attributed to weather or air traffic delays at the originating airports. Airline operations account for 41% of the late night operations, as depicted in Figure 6. Page 9 of 24
Figure 6: Late Night Operations, by Aircraft Category, General Aviation 38% Airline 41% Commuter 21% Airline Commuter General Aviation Source: RIAC Operations Logs 2014 Part 150 Noise Abatement Corridor Compliance The first Part 150 Study and Noise Exposure Map (NEM) were approved by the FAA for T. F. Green Airport in 1986. The NEM has been updated several times, most recently in 2010 as part of the Environmental Impact Statement for the Airport Improvement Program (AIP) approved in the Record of Decision (ROD) issued in November of 2011. RIAC implemented the use of noise abatement corridors beginning in June 2001. There are a total of eight corridors, comprised of at least one departure corridor per runway and one arrival corridor for Runway 34. For all but one runway end, there are two flight tracks that jet aircraft may follow. The Air Traffic Control Tower issues a departure heading associated with one of the Part 150 corridors based on the aircraft s destination. It should be noted that pilots will proceed on their departure heading when deemed safe to do so, depending on several variable factors (i.e., type of aircraft, winds, weather, etc.). A description of these flight corridors is presented below and a graphical depiction of the corridors is shown in Figures 7 and 8. Page 10 of 24
Figure 7: Part 150 Noise Abatement Departure Corridors Source: FAA, EIS for T. F. Green Air Traffic Control Noise Abatement Procedures, 2000. FAA approved Noise Abatement Measures 2000. Page 11 of 24
Figure 8: Part 150 Noise Abatement Arrivals Corridor Source: FAA, EIS for T. F. Green Air Traffic Control Noise Abatement Procedures, 2000. FAA approved Noise Abatement Measures 2000. Page 12 of 24
Runway 5: Northbound Departures (D5NA): Jet aircraft will turn left as soon as practicable after passing runway end to fly a 360-degree heading until reaching 3 DME (Distance Measuring Equipment). Southbound Departures (D5SB): Jet aircraft will turn right to a 080-degree heading until reaching 3 DME, passing over Passeonkquis Cove, Gaspee Point Beach and Narragansett Bay. Runway 23: Northbound Departures (D2NA): Jet aircraft will turn right as soon as practicable after passing runway end to a 280-degree heading until reaching 3 DME. This measure is intended to direct departures under 3,000 over compatible land use areas in Apponaug along I-95 and SR 115. Southbound Departures (D2SA): Jet aircraft will turn left as soon as practicable after passing runway end to a 160-degree heading until reaching 5 DME or intercepting the 180-degree radial (whichever occurs first). This measure is intended to route traffic over Greenwich Bay and along the north edge of Goddard Memorial State Park. Runway 16: Southbound Departures (D1SA): Jet aircraft will turn right to a 180-degree heading until reaching 3 DME or intercepting the PVD VORTAC 180-degree radial. This measure is intended to direct departures over compatible land use areas along Brush Neck Cove and Greenwich Bay. Runway 34: Northbound Departures (D3NA): Jet aircraft will turn left as soon as practicable after passing runway end to a 330-degree heading until reaching 4 DME. This measure is intended to direct departures along compatible land use areas located along SR37 and I-295. Southbound Departures (D3SA): Jet aircraft will turn right to a 360-degree heading until reaching 3 DME. This measure is intended to direct departures along compatible land use areas along I-95 and the Pawtuxet River corridors. Runway 34: Arrivals (A3SA): Jet aircraft will intercept the final approach course before crossing the shoreline at Rocky Point Beach on Warwick Neck (4 DME from the PVD VORTAC). This measure is intended to keep jet aircraft following the same course along the extended runway centerline from beyond the shoreline. Page 13 of 24
An analysis of each air carrier and their compliance with these departure corridors was conducted utilizing the Aircraft Operations Monitoring System. Overall compliance with noise corridors by the air carriers is 97% with no air carrier achieving less than 88% compliance and cargo carriers achieving no less than 94% compliance in maintaining the aircraft s departure flight track within the corridors. Table 3: Noise Abatement Departure Corridor Total Compliance by Airline, 1st Quarter, 2014, All Runways Airline Departures Deviations 3 Percentage of Compliance Rwy 5 Rwy 23 Rwy 16 Rwy 34 Total Flight Tracks Delta 223 296 1 43 563 6 99% Southwest 489 753 24 182 1,448 34 98% JetBlue 89 148 1 25 263 13 95% Republic 4 3 0 1 8 1 88% US Airways 428 665 8 169 1,270 40 97% United 137 204 4 50 395 19 95% Other General Aviation 63 122 2 35 222 19 91% Total Air Carriers 1,433 2,191 40 505 4,169 132 97% Cargo Carriers Federal Express 11 48 0 4 63 3 95% UPS 9 36 0 6 51 3 94% Total Cargo Carriers 20 84 0 10 114 6 95% Total 1,453 2,275 40 515 4,283 138 95% Source: RIAC, Aircraft Operations Monitoring System, 2014 3 Specific information regarding the deviations from the approved noise abatement departures corridors can be found in Appendix A. Pilots will turn toward their assigned departure corridor when deemed safe and practicable. Page 14 of 24
Tables 4 through 7 shows compliance by runway end. The airlines and cargo operators achieve a high level of compliance with the noise abatement procedures. Table 4: Noise Abatement Departure Corridor Compliance for Runway 5, by Airline, Northbound Departures Southbound Departures Total Airline Total Departures # of Deviations % of Compliance Total Departures # of Deviations % of Compliance Corridor Compliance Air Carriers Delta 221 3 99% 2 0 100% 99% JetBlue 2 0 100% 87 2 98% 98% Republic 2 0 100% 2 1 50% 75% Southwest 282 8 97% 207 9 96% 97% US Airways 197 7 96% 231 8 97% 96% United 137 11 92% 0 0 N/A 92% Other General Aviation 47 4 91% 16 1 94% 92% Total Air Carriers 888 33 96% 545 21 96% 96% Cargo Carriers Federal Express 11 1 91% 0 0 N/A 91% UPS 9 3 67% 0 0 N/A 67% Total Cargo Carriers 20 4 80% 0 0 N/A 80% Total 908 37 96% 545 21 96% 96% Source: RIAC, Aircraft Operations Monitoring System, 2014 Page 15 of 24
Table 5: Noise Abatement Departure Corridor Compliance for Runway 23, by Airline, Airline Total Departures Northbound Departures Southbound Departures Total # of Deviations % of Compliance Total Departures # of Deviations % of Compliance Corridor Compliance Air Carriers Delta 295 3 99% 1 0 100% 99% JetBlue 4 1 75% 144 10 93% 93% Republic 1 0 100% 2 0 100% 100% Southwest 468 1 100% 285 16 94% 98% US Airways 307 2 99% 358 23 94% 96% United 204 8 96% 0 0 N/A 96% Other General Aviation 89 5 94% 33 9 73% 89% Total Air Carriers 1,368 20 99% 823 58 93% 96% Cargo Carriers Federal Express 48 2 96% 0 0 N/A 96% UPS 36 0 100% 0 0 N/A 100% Total Cargo Carriers 84 2 98% 0 0 N/A 98% Total 1,452 22 98% 823 58 93% 96% Source: RIAC, Aircraft Operations Monitoring System, 2014 Page 16 of 24
Table 6: Noise Abatement Departure Corridor Compliance for Runway 34, by Airline, Airline Total Departures Departures # of Deviations Source: RIAC, Aircraft Operations Monitoring System, 2014 % of Compliance Air Carriers Delta 43 0 100% JetBlue 25 0 100% Southwest 182 0 100% United 50 0 100% US Airways 169 0 100% Republic 1 0 100% Other General Aviation 35 0 100% Total Air Carriers 505 0 100% Cargo Carriers Federal Express 4 0 100% UPS 6 0 100% Total Cargo Carriers 10 0 100% Total 515 0 100% Page 17 of 24
Table 7: Noise Abatement Departure Corridor Compliance for Runway 16, by Airline, Departures Airline Total # of % of Departures Deviations Compliance Air Carriers Delta 1 0 100% JetBlue 1 0 100% Southwest 0 0 N/A United 4 0 100% US Airways 8 0 100% Other General 100% Aviation 2 0 Total Air Carriers 16 0 100% Cargo Carriers Federal Express 0 0 N/A Total Cargo Carriers 0 0 N/A Total 16 0 100% Source: RIAC, Aircraft Operations Monitoring System, 2014 Page 18 of 24
Noise Complaints RIAC has instituted several methods for citizens concerned about aircraft noise to voice their opinions. RIAC is committed to minimizing the effects of aircraft generated noise on the Warwick and Cranston Communities through the use of operational procedures and noise mitigation programs. Citizens can call the noise hotline and leave a message, submit a complaint via the web page or call the noise office directly. Figure 9: Noise Complaints 25 # of Citizens Recording Complaints 20 15 10 5 0 2Q 2013 3Q 2013 4Q 2013 1Q 2014 Source: RIAC Operations Monitoring System 2014 Quarters As seen in Figure 9, during the First Quarter 2014, RIAC received complaints from five citizens. Page 19 of 24
Air Carriers APPENDIX A: Delta Total Deviations 6 Date: Time RWY Flight ID ACType 2/13/2014 4:45 PM 5 DAL8916 A319 1/12/2014 2:19 AM 23 DAL8865 B767 1/20/2014 12:35 AM 23 DAL8855 B763 1/9/2014 4:34 PM 5 FLG3812 CRJ2 1/26/2014 4:57 PM 23 FLG3812 CRJ2 2/21/2014 5:21 PM 5 ASQ5085 CRJ7 JetBlue Total Deviations 12 Date: Time RWY Flight ID ACType 2/13/2014 6:12 PM 5 JBU1197 A320 3/30/2014 5:16 PM 5 JBU1075 A320 1/1/2014 12:22 PM 23 JBU1366 A320 1/8/2014 6:31 PM 23 JBU1197 A320 2/14/2014 7:28 AM 23 JBU475 A320 2/21/2014 5:45 PM 23 JBU1197 A320 2/27/2014 4:25 PM 23 UNKNOWN UNKN 3/11/2014 5:35 PM 23 JBU1197 A320 3/16/2014 7:31 AM 23 JBU475 A320 3/19/2014 9:52 PM 23 JBU1317 E190 3/27/2014 4:28 PM 23 JBU1075 A320 3/27/2014 5:49 PM 23 JBU1197 A320 Republic Total Deviations 1 Date: Time RWY Flight ID ACType 1/21/2014 3:14 PM 5 RPA6089 E190 Page 20 of 24
Other General Total Deviations 19 Aviation Date: Time RWY Flight ID ACType 1/18/2014 10:55 AM 5 EJA761 GALX 3/31/2014 2:11 PM 5 EJM6 FA50 1/14/2014 5:11 PM 5 ELJ788 C25A 2/13/2014 1:03 AM 5 MNU215 CRJ1 2/14/2014 4:47 AM 5 XFL8 CL60 1/24/2014 1:56 AM 23 EJA615 C56X 2/17/2014 1:44 AM 23 SWQ802 B734 1/12/2014 12:33 AM 23 CGFTL CL60 1/26/2014 3:04 PM 23 TMC485 BE40 1/26/2014 3:05 PM 23 TMC485 BE40 1/4/2014 4:38 PM 23 EJA812 C560 3/15/2014 12:16 PM 23 EJA660 C56X 1/5/2014 12:32 PM 23 MNU106 CRJ1 1/13/2014 6:06 PM 23 TMC425 BE40 1/20/2014 2:59 PM 23 MMN261 H25C 1/26/2014 2:35 PM 23 UJC610 J328 2/7/2014 3:04 PM 23 MNU209 CRJ1 2/8/2014 1:15 PM 23 TMC482 BE40 3/28/2014 10:24 AM 23 ASP519 C25A Southwest Total Deviations 34 Date: Time RWY Flight ID ACType 1/22/2014 4:43 PM 5 SWA4450 B737 1/29/2014 9:38 AM 5 SWA4743 B737 2/3/2014 8:23 AM 5 SWA2230 B737 2/13/2014 6:20 PM 5 SWA174 B737 3/4/2014 6:20 AM 5 SWA2164 B737 3/8/2014 9:41 AM 5 SWA2123 B737 3/18/2014 6:34 AM 5 SWA1380 B737 3/30/2014 12:34 AM 5 SWA9032 B737 1/18/2014 7:51 AM 5 SWA3173 B737 2/9/2014 8:01 AM 5 SWA3064 B737 3/5/2014 6:08 AM 5 SWA2609 B737 3/26/2014 6:24 AM 5 SWA2181 B737 3/26/2014 7:32 AM 5 SWA634 B737 3/26/2014 7:56 AM 5 SWA935 B737 3/30/2014 3:27 PM 5 SWA1032 B737 3/30/2014 6:30 PM 5 SWA1523 B737 3/31/2014 1:48 PM 5 SWA3850 B737 Page 21 of 24
Southwest Total Deviations 34 Date: Time RWY Flight ID ACType 2/22/2014 5:38 PM 23 SWA2014 B737 1/4/2014 8:29 AM 23 SWA3540 B733 1/6/2014 7:49 AM 23 SWA2711 B737 1/6/2014 6:20 PM 23 SWA2878 B737 1/11/2014 7:28 AM 23 SWA1921 B737 1/11/2014 10:37 AM 23 SWA2447 B737 1/25/2014 10:25 AM 23 SWA2447 B737 2/10/2014 7:20 AM 23 SWA603 B737 2/23/2014 7:06 AM 23 SWA3143 B737 2/23/2014 3:50 PM 23 SWA4008 B737 3/10/2014 10:21 AM 23 SWA2280 B737 3/11/2014 4:58 PM 23 SWA2499 B737 3/14/2014 10:54 AM 23 SWA3590 B737 3/14/2014 5:07 PM 23 SWA2499 B737 3/15/2014 6:18 AM 23 SWA3798 B737 3/25/2014 5:15 PM 23 SWA2499 B737 3/28/2014 5:04 PM 23 SWA2499 B737 United Total Deviations 19 Airlines Date: Time RWY Flight ID ACType 3/6/2014 5:36 AM 5 ASQ5821 E145 3/12/2014 5:37 AM 5 ASQ4676 E145 3/17/2014 5:33 AM 5 ASQ4676 E145 3/18/2014 5:39 AM 5 ASQ4676 E145 3/20/2014 5:30 AM 5 ASQ4676 E145 3/24/2014 5:34 AM 5 ASQ4676 E145 3/26/2014 5:40 AM 5 ASQ4676 E145 3/29/2014 5:38 AM 5 ASQ5821 E145 1/14/2014 1:15 PM 23 ASQ6047 E145 2/20/2014 5:39 AM 23 ASQ5837 E145 2/22/2014 10:07 AM 23 ASQ5722 CRJ2 3/2/2014 5:34 AM 23 ASQ4180 E145 3/11/2014 5:39 AM 23 ASQ4676 E145 3/14/2014 5:31 AM 23 ASQ4711 E145 3/15/2014 5:41 AM 23 ASQ4676 E145 3/25/2014 5:34 AM 23 ASQ4676 E145 3/7/2014 7:07 AM 5 ASH3803 CRJ7 3/9/2014 7:07 AM 5 ASH3803 CRJ7 3/17/2014 7:13 AM 5 ASH3803 CRJ7 Page 22 of 24
US Airways Total Deviations 41 Date: Time RWY Flight ID ACType 1/10/2014 6:17 AM 5 AWE1786 A320 2/5/2014 7:20 PM 5 AWE864 A319 2/9/2014 8:31 AM 5 AWE1809 A319 3/4/2014 6:12 AM 5 AWE1978 A321 3/6/2014 10:47 AM 5 AWE1882 A321 3/8/2014 4:59 PM 5 AWE1867 A319 3/17/2014 6:55 AM 5 AWE9182 A319 3/26/2014 6:34 AM 5 AWE2057 A319 3/26/2014 7:16 AM 5 AWE2010 E190 3/21/2014 8:36 AM 23 AWE826 A321 1/11/2014 8:13 AM 23 AWE2093 A321 1/23/2014 6:55 AM 23 AWE2057 A319 1/25/2014 7:18 AM 23 AWE1913 E190 3/11/2014 6:26 AM 23 AWE2057 A319 1/29/2014 9:32 AM 5 AWI3973 CRJ2 3/6/2014 5:56 AM 5 AWI3855 CRJ2 3/7/2014 8:16 PM 5 AWI3886 CRJ2 3/26/2014 9:18 AM 5 AWI3991 CRJ2 1/11/2014 9:36 AM 23 AWI3973 CRJ2 1/13/2014 10:16 AM 23 AWI3973 CRJ2 1/14/2014 9:26 AM 23 AWI3991 CRJ2 1/25/2014 9:30 AM 23 AWI3973 CRJ2 1/27/2014 9:20 AM 23 AWI3991 CRJ2 3/10/2014 10:06 AM 23 AWI3991 CRJ2 2/15/2014 7:35 PM 5 RPA3253 E170 2/9/2014 10:00 AM 5 RPA5929 E190 3/1/2014 12:14 PM 23 RPA3201 E170 1/1/2014 3:51 PM 23 RPA3284 E170 1/7/2014 1:42 PM 23 RPA3469 E170 1/8/2014 5:52 PM 23 RPA3461 E170 1/11/2014 4:35 PM 23 RPA3284 E170 1/25/2014 4:44 PM 23 RPA3284 E170 1/27/2014 6:02 PM 23 RPA3461 E170 1/30/2014 3:47 PM 23 RPA3284 E170 2/14/2014 1:36 PM 23 RPA3297 E170 2/20/2014 4:01 PM 23 RPA3284 E170 2/27/2014 1:51 PM 23 RPA3297 E170 3/14/2014 5:50 PM 23 RPA3461 E170 3/25/2014 5:31 PM 23 RPA3461 E170 3/27/2014 5:45 PM 23 RPA3461 E170 3/28/2014 5:12 PM 23 RPA3284 E170 Page 23 of 24
Cargo Carriers FedEx Total Deviations 3 Date: Time RWY Flight ID ACType 1/21/2014 9:23 PM 5 FDX1254 B752 1/8/2014 8:55 PM 23 FDX1254 B752 2/7/2014 8:51 PM 23 FDX1254 B752 UPS Total Deviations 3 Date: Time RWY Flight ID ACType 1/2/2014 10:30 PM 5 UPS1029 B752 2/13/2014 8:37 PM 5 UPS1029 B752 3/6/2014 8:30 PM 5 UPS1029 B752 Page 24 of 24