Procedure Design Concepts for Logan Airport Community Noise Reduction R. John Hansman rjhans@mit.edu Technical support from MIT students, HMMH, and Massport
RNAV Track Concentration 2010 2015 2
Performance Based Navigation RNAV and RNP >90% air carrier fleet >30% air carrier fleet 3
Noise Complaints at BOS: One Dot per Address Each dot represents an address that registered at least one complaint during period Departures Arrivals Complaint Data: August 2015 July 2016 Track Data: ASDE-X from 12 days of opera?on, 2015-2016 4
Technical Approach 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 5
Outreach (Partial List) Community Community Meetings Massport Community Advisory Committee Public Officials ASCENT FAA ATO Air Traffic (HQ, TRACON, Tower, Center, Region) AJV Flight Procedures AFS Flight Standards AEE Environment and Energy Airlines Technical Pilot Group A4A 6
Massport/FAA MOU Process Timeline (Preliminary/Subject to Change) Block 1 MCAC/Public Meeting Feb 2017 Briefed MCAC Aviation Subcommittee May 2017 Briefed MCAC Aviation Subcommittee Sep 2017 MIT Technical Feasibility/Noise Analysis Oct 2017 MCAC/Public Meeting Block 1 and update on Block 2 Nov 2017 MCAC Block 1 Final Recommendations Dec 2017 MPA Block 1 Recommendation to FAA Jan/Feb 2018 FAA internal review (safety, efficiency, NEPA) Ongoing FAA Implementation Process Ongoing Block 2 MCAC/Public Meeting Feb. 2017 Briefed MCAC Aviation Subcommittee May 2017 Briefed MCAC Aviation Subcommittee Sept 2017 Technical Review (procedure and noise analysis) Jun 2017- Ongoing Brief MCAC (Full and Aviation Subcommittee) Mar 2018- Ongoing MIT Technical Feasibility/Noise Analysis TBD to FAA and Massport MCAC/Public Meeting on Block 2 May 2018 MCAC Block 2 Final Recommendations TBD MPA Recommendation to FAA TBD FAA internal review (safety, efficiency, NEPA) TBD FAA implementation (may include extensive NEPA process) TBD 7
Block 1 Procedures Under Consideration Block 1 Departure Mods 33L and 27 Reduced speed departures (1-D1) 220 Knots (clean) to 10,000 NADP-1 to 6,000 15R RNAV waypoint reloca?on (1-D2) 22L/R RNAV waypoint reloca?on Climb to intercept course (1-D3a) Climb to al?tude then direct (1-D3b) Heading-based departure (1-D3c) Arrival Mods 33L Low-noise overwater approach procedures Overwater RNAV Instrument Approach Procedure with RNP Overlay which as closely as possible flies the jetblue RNAV Visual track (1-A1a) Public distribu?on mechanism for the jetblue RNAV Visual procedure (1-A1b) Preliminary/Subject to Change
Block 1: Reduced Speed Departures (1-D1) 9
Impact of Climb Speed Matching Airframe to Engine Noise Level Minimizes Total Boeing 737-800 Departure L MAX Contours (Generated in ANOPP) Boeing 737-800 Boeing 737-800 160 KTAS 190 KTAS Boeing 737-800 Boeing 737-800 220 KTAS 250 KTAS Exploring flight test validation opportunities 10
Proposed Modification Standard departure procedures vary by airline Baseline: Typical profile includes thrust reduction at 1,000 AGL followed by an acceleration to 250 kt climb speed and flap retraction Recommended procedure: a. Thrust reduction at 1,000 AGL followed by an acceleration to 220 kt climb speed or minimum safe airspeed in clean configuration, whichever is greater until a TBD altitude (i.e. 6,000 or 10,000 ) b. NADP-1 extended to 6,000 220 KIAS on BLZZR3 RNAV SID Simulator Tested for Flyability 11
737-800: Delayed Acceleration Climb 220 knots Aircraft B737-800 Metric Noise Model Notes L A,MAX ANOPP Runway 33L: Maintain Standard Climb Thrust & 220 KIAS to 10,000 Population Exposure 60dB 65dB 70dB Standard Departure 231,600 94,100 30,200 Delayed Acceleration 177,718 61,888 25,855 Reduction 53,882 32,212 4,345 12
777-300: Delayed Acceleration Climb 240 knots Aircraft B777-300 Metric Noise Model Notes L A,MAX ANOPP Runway 33L: Maintain Standard Climb Thrust & 240 KIAS to 10,000 Population Exposure 60dB 65dB 70dB Standard Departure 442,860 243,891 98,958 Delayed Acceleration 426,540 229450 89,236 Reduction 16,320 14,441 9,722 13
E-170: Delayed Acceleration Climb 220 knots Aircraft E-170 Metric Noise Model Notes L A,MAX ANOPP Runway 33L: Maintain Standard Climb Thrust & 220 KIAS to 10,000 Population Exposure 60dB 65dB 70dB Standard Departure 146,595 47,371 6,988 Delayed Acceleration 96,993 30,839 5,844 Reduction 49,602 16,532 1,144 14
Is NADP An Alternative? Airlines expressed concern about nonstandard slowspeed climbs Noise Abatement Departure Procedures (NADP) already established as standardized procedure Identified NADP-1 (extended to 6,000 ft) as a potential alternative to cleanconfiguration climb at 220 knots Figure: Joint Avia0on Authority 15
NADP-1 to 6000 ft vs. 220 Knots to 10,000ft: B737-800 Noise Exposure NADP-1 to 6000 M 220 KIAS to 10,000 NADP-1 to 6000 [ (B737-800) Noise Model: ANOPP 220kt to 10,000 (B737-800) Noise Model: ANOPP Baseline Departure Population Exposure (L MAX ) 60dB 65dB 70dB 231,600 94,100 30,200 NADP1 to 6000 ft 179,420 56,578 25,354 Difference 52,180 37,522 4,846 Baseline Departure Population Exposure (L MAX ) 60dB 65dB 70dB 231,600 94,100 30,200 220kt to 10k ft 177,718 61,888 25,855 Difference 53,882 32,212 4,345 16
Runway 27 Departures: 2010-2015 2010 2015 17
Delayed Acceleration Climb 220 knots Aircraft B737-800 Metric Noise Model Notes L A,MAX ANOPP Runway 27: Maintain Standard Climb Thrust & 220 KIAS to 10,000 Population Exposure 60dB 65dB 70dB Standard Departure 200,576 102,274 37,078 Delayed Acceleration 187,400 76,261 21,066 Difference 13,177 26,014 16,011 Preliminary 18
Fuel Burn and Time Impact Reduced speed climb profiles have an impact on fuel burn and flight time Magnitude varies by speed and aircraft type Example impact for reduced-speed climb to 10,000ft: Reduced Speed Climb NADP-1 to 6,000ft Aircraft Clean Climb Speed Fuel Burn Increase B737-800 220 KIAS 46 lbs 6.8 gallons E170 220 KIAS 9 lbs 1.3 gallons B777-300 240 KIAS 71 lbs 10.4 gallons Time Increase Fuel Burn Increase 30 seconds 104 lbs 15.3 gallons 22 seconds 68 lbs 10.0 gallons 12 seconds 317 lbs 46.6 gallons Time Increase 40 seconds 54 seconds 36 seconds 19
Potential Throughput Impacts Two throughput concerns: 1. Impact of runway release rate due to reduced acceleration after takeoff 2. Impact of aircraft with minimum safe speed above 220 knots Possible mitigations: 1. Relax speed constraint on leading aircraft 2. Vector-based divergent headings 3. Add departure release buffer for faster trailing aircraft Modeled to check for potential separation issues using 2015/2016 ASDE-X radar data Small Impact: 1. Less that 4 minutes of total delay over 2 years 2. 54 of 27,713 flights would have required average delay of 2.5 seconds 20
Block 1: Runway 15R RNAV Waypoint Relocation (1-D2) 21
Runway 15R Departures: 2010-2015 2010 2015 22
Runway 15R SID Modification Summary: Relocate ini?al waypoint on RNAV SID from FOXXX to BRRRO in order to provide noise relief at Hull Boeing 737-800 (L A,MAX ) Noise Model: AEDT HULL Population Exposure 60dB 65dB 70dB Baseline RNAV SID 5,372 299 116 Modified Procedure 4,058 288 116 Reduction 1,314 11 0 Benefits Mechanism Reduced noise at Hull due to waypoint reloca?on PotenPal OperaPonal Constraints None an?cipated 23
Block 1: Runway 22L/R RNAV SID Modification 24
Runway 22R Departures: 2010-2015 2010 2015 25
Baseline Procedure Geometry 51 Localizer Rwy27 273 ATC Sector Boundary 1.5 NM 2.0 NM ATC Sector Boundary 47 Waypoint Latitude Longitude TJAYY 42 18'18.19" N 070 57'37.75" W FOXXX 42 18'55.28" N 070 54'10.54" W BRRRO 42 20 00.78" N 070 48 05.48" W 26
Option A - Climb to Intercept Course (1-D3a): Definition Preliminary Procedure Geometry 45 Localizer Rwy27 273 1.5 NM ATC Sector Boundary S. Boston 1.5 NM BASELINE ROUTE HULL Waypoint Latitude Longitude WPONE 42 18'43.78"N 070 58'10.07 W WPTWO 42 19'24.04" N 070 54'21.64" W PotenPal waiver requirements for minimum leg length between WPONE and WPTWO 27
Option A - Climb to Intercept Course (1-D3a): Noise Impact Aircraft B737-800 Metric Noise Model Notes L A,MAX AEDT Vertical departure profile derived from median or historical radar data Population Exposure (L MAX ) 60dB 65dB 70dB Baseline RNAV SID Modified Procedure 17630 4541 549 16,258 4511 549 Reduction 1,372 30 0 28
Option B - Climb to Altitude Then Direct (1-D3b): Definition Preliminary Procedure Geometry Localizer Rwy27 273 ATC Sector Boundary Early Turn (e.g. light B757) 1.5 NM Typical Narrow-Body Turn Latest Turn (500 /NM) BASELINE ROUTE PotenPal waiver requirements for turn arc radius to WPTWO Waypoint Latitude Longitude WPTWO 42 19'24.04" N 070 54'21.64" W 29
Option B - Climb to Altitude Then Direct (1-D3b): Noise Impact Aircraft B737-800 Metric Noise Model Notes L A,MAX AEDT Vertical departure profile derived from median or historical radar data Population Exposure (L MAX ) 60dB 65dB 70dB Baseline RNAV SID Modified Procedure 17,630 4,541 549 16,250 4,511 537 Reduction 1,380 30 12 30
Option C: Heading-based departure (1-D3c) Definition Concept: During periods where runway 27 not in use for arrivals, issue takeoff clearance with heading (followed by vectors or direct-to on course) 31
Option C - Heading-based departure (1-D3c): Noise Impact Aircraft B737-800 Metric Noise Model Notes L A,MAX AEDT Vertical departure profile derived from median or historical radar data Population Exposure (L MAX ) 60dB 65dB 70dB Baseline RNAV SID Modified Procedure 17,630 4,541 549 9,668 851 0 Reduction 7,962 3,690 549 32
Block 1: RNAV Approach Runway 33L with RNP Overlay 33
TM MIT 33L Low-Noise Overwater Approach Procedures BRIEFING STRIP TM KBOS/BOS LOGAN INTL D-ATIS Arrival BOSTON Approach (R) BOSTON Tower Ground Helicopter Rwys 4L-22R, 14-32, 15L/R, 33L/R Rwys 4R-22L, 9-27 135.0 120.6 128.8 132.22 121.9 124.72 Final CEIL-VIS RNAV Apch Crs Apt Elev RNAV 20' Visual 331^ 3000-5 Rwy 33L 15' MISSED APCH: No missed approach procedure. Alt Set: INCHES Trans level: FL 180 1. DME/DME/IRU or GPS required. 2. Radar required. 4. VGSI and RNAV GP not coincident. 6 DEC 13 19-0-2 BOSTON, MASS RNAV VISUAL Rwy 33L Trans alt: 18000' 3. FMS Glide Path 3.00^. 2500' MSA RW33L 1-A1b MISTK MAX 210 Kts At 7000' REVER At6600' 485' 5.0 174^ HURBE At5000' 116^ 3.0 092^ 5 0 5 42-25 42-20 71-00 RW33L TCH55' 3.0 At1010' WORRN WEATHER MINIMUMS Ceiling3000'- VIS 5 CHANGES: New tailored chart. 331^ 434' No Criteria Compliance Constraints No Current Mechanism for Public Distribution 4.0 VFR Weather Minimums 275^ 520' CLAWW At 3500' 1. On initial contact with ATC request RNAV Visual Rwy 33L. 2. In FMS database select, GPS33L. 3. Advise ATC, "Airport or Preceding Traffic in sight" ASAP. YAWKE At2280' 70-50 4. Adhere to all ATC restrictions and clearances. 4.0 4.6 225^ 5.5 317^ MYNOT 1 1At 4000' JEPPESEN, 2013. ALL RIGHTS RESERVED. Track Data: 241 days ranging from April 2015 to March 2016 4052 total jetblue arrivals in period Night?me arrivals shown in green (11pm-5am), 837 total night arrivals 34
33L RNAV Visual vs. RNAV GPS (Draft) SPYSD 7,000 REVER 6,600 WP4 5,000 Preliminary Waypoint Locations for RNAV GPS Procedure (Subject to Change) Waypoint Latitude Longitude RW33L 42 21'16.743" N 070 59'29.710" W RW33L 2.15nm Final 30.0 Intercept 2.87nm Final 39.1 Intercept Community Request to generate RNAV procedure as close as possible to jetblue RNAV Visual WP1 800 WP2 1,400 YAWKE 2,200 WP3 3,500 WP1 42 19'45.338" N 070 57'27.285" W WP2 42 19'13.850" N 070 54'51.180" W YAWKE 42 19'57.400" N 070 51'24.050" W WP3 42 23'36.905" N 070 48'36.024" W WP4 42 27'39.207" N 070 51'27.753" W REVER 42 26'27.480" N 070 57'41.310" W SPYSD 42 26'58.450" N 071 01'37.250" W WP5 42 19'21.690" N 070 44'39.720" W WP5 3,800 jetblue RNAV Visual Prior RNAV DraM Procedure Current RNAV DraM Procedure
Precision vs. Non-precision Procedures Procedure Type Minimum Final Level Segment Length Maximum Final Approach Intercept Angle RNAV (Precision) LPV LNAV/VNAV Distance where Glidepath Angle intercepts Intermediate Segment minimum al?tude 15 at Final Approach Fix 2.15nm Final RNAV (Nonprecision) LP LNAV Distance where Visual Descent Angle intercepts Intermediate Segment minimum al?tude 30 at Final Approach Fix Nonprecision (30 ) RNP Final Rollout at farthest of: 500 al?tude 15 or 50 seconds before Decision Al?tude (depending on RNP level) Radius to Fix Turn from Final Approach Fix to Rollout Point 36
Overwater RNAV Instrument Approach Procedure with RNP Overlay (1-A1b) Noise Exposure Aircraft B737-800 Metric Noise Model Notes L A,MAX AEDT 3 degree continuous glide slope Population Exposure (L MAX ) RNAV GPS (DraM) 60dB 65dB 70dB Baseline RNAV SID 2,386 240 0 Modified Procedure 0 0 0 Population Exposure (L MAX ) Reduction 2,386 240 0 37
Block 1 Procedures Under Consideration Block 1 Departure Mods 33L and 27 Reduced speed departures (1-D1) 220 Knots (clean) to 10,000 NADP-1 to 6,000 15R RNAV waypoint reloca?on (1-D2) 22L/R RNAV waypoint reloca?on Climb to intercept course (1-D3a) Climb to al?tude then direct (1-D3b) Heading-based departure (1-D3c) Arrival Mods 33L Low-noise overwater approach procedures Overwater RNAV Instrument Approach Procedure with RNP Overlay which as closely as possible flies the jetblue RNAV Visual track (1-A1a) Public distribu?on mechanism for the jetblue RNAV Visual procedure (1-A1b) Preliminary/Subject to Change