HNTB Corporation 2900 S Quincy St Telephone (703) 824-5100 Engineers Architects Planners Suite 600 Facsimile (703) 671-6210 Arlington, VA 22206 www.hntb.com Theresa L. Samosiuk, P.E., C.M. Senior Project Manager Planning, Design and Construction Wayne County Airport Authority Detroit Metropolitan Wayne County Airport 11050 Rogell Drive, Bldg #602 Detroit, MI 48242 01/16/2018 Noise Modeling Technical Memorandum for the Runway 3L-21R Reconstruction at Detroit Metropolitan Wayne County Airport HNTB was tasked to assist the Wayne County Airport Authority (WCAA) in preparing technical analyses to support the development of a Documented Categorical Exclusion (CatEx) by Synergy Consultants, Inc. This technical memo evaluates the potential temporary noise impacts related to the reconstruction of Runway 3L-21R at Detroit Metropolitan Wayne County Airport (DTW). The runway reconstruction is scheduled to take place during the 2019 construction season. The Future Scenario representing construction year activity was based on projected 2020 activity levels to take advantage of forecast analyses previously prepared for the Master Plan Update (MPU). As such, it is conservative since it slightly overestimates the noise and air quality impacts. This technical report documents the development of the Existing Condition (2017) and Future Scenario (2020) noise contours included in the CatEx submission. 1 Fleet Mix Forecast Fleet mixes, including aircraft types, number and hour of operations, and flight distance, are one of the major components of modeling noise in the vicinity of an airport. This section describes the available forecasts, data sources, assumptions, and methodologies applied in the fleet mix development. 1.1 Available Forecasts There are several national and local forecasts available for DTW. The Federal Aviation Administration (FAA) publishes the Terminal Area Forecast (TAF) i annually which includes enplanements and operations forecasts for DTW. Locally, the WCAA completed a Master Plan Update ii in July 2017 which includes forecasts of enplanements and operations. In addition, the FAA released a Draft Environmental Assessment (EA) for the Cleveland-Detroit Metroplex project iii which included a fleet mix forecast component. The following sections discuss the results of the recent forecasts in more detail. 1.1.1 FAA Terminal Area Forecast (TAF) The FAA annually publishes the TAF which provides forecasts of enplanements and operations for airports included in the National Plan of Integrated Airport Systems (NPIAS). The TAF is used to meet the budget
and planning needs of the FAA. The latest TAF (2016 TAF) was published in early 2017 and provides forecasts from fiscal years 2016 to 2045. The FAA applies a bottom-up approach for airports with more than 100,000 enplanements in the TAF, which includes DTW. Tables 1 and 2 show the 2016 TAF operations and enplanements forecasts for DTW. Table 1 2016 TAF Operations Forecast Fiscal Year Air Carrier Air Taxi General Aviation Military Total 2016 286,336 99,811 6,104 132 392,383 2017 298,185 93,552 6,191 132 398,060 2018 315,238 76,404 6,191 132 397,965 2019 332,663 57,094 6,191 132 396,080 2020 349,722 38,386 6,191 132 394,431 2021 365,784 21,205 6,191 132 393,312 2022 378,296 9,828 6,191 132 394,447 2023 385,775 7,067 6,191 132 399,165 2024 391,532 6,968 6,191 132 404,823 2025 397,328 7,018 6,191 132 410,669 2026 403,696 7,068 6,191 132 417,087 2027 410,079 7,119 6,191 132 423,521 2028 416,437 7,170 6,191 132 429,930 2029 422,981 7,221 6,191 132 436,525 2030 429,510 7,272 6,191 132 443,105 2031 435,979 7,324 6,191 132 449,626 2032 442,477 7,376 6,191 132 456,176 2033 449,014 7,429 6,191 132 462,766 2034 455,819 7,482 6,191 132 469,624 2035 462,939 7,536 6,191 132 476,798 2036 470,054 7,590 6,191 132 483,967 2037 476,997 7,645 6,191 132 490,965 2038 484,067 7,700 6,191 132 498,090 2039 491,217 7,756 6,191 132 505,296 2040 498,429 7,812 6,191 132 512,564 2041 505,480 7,868 6,191 132 519,671 2042 512,583 7,925 6,191 132 526,831 2043 519,881 7,982 6,191 132 534,186 2044 527,349 8,040 6,191 132 541,712 2045 534,896 8,099 6,191 132 549,318 CAGR 1 2.2% -8.3% 0.0% 0.0% 1.2% 1 Compounded Annual Growth Rate (CAGR). Source: 2016 TAF Operations Forecast and HNTB Analysis 2017. 2
Fiscal Year Domestic Air Carrier Air Taxi Table 2 2016 TAF Enplanements Forecast Commuter International US Flag International Foreign Flag Total 2016 10,559,904 24 4,848,797 1,179,126 205,642 16,793,493 2017 10,711,282 24 4,994,440 1,238,783 187,120 17,131,649 2018 10,937,943 24 5,087,962 1,245,375 188,116 17,459,420 2019 11,136,420 24 5,170,684 1,252,274 189,158 17,748,560 2020 11,332,719 24 5,252,946 1,259,499 190,250 18,035,438 2021 11,525,705 24 5,333,045 1,267,046 191,390 18,317,210 2022 11,709,694 24 5,409,727 1,274,905 192,577 18,586,927 2023 11,887,848 24 5,484,525 1,283,073 193,811 18,849,281 2024 12,059,258 24 5,556,747 1,291,595 195,098 19,102,722 2025 12,235,043 24 5,630,632 1,300,437 196,434 19,362,570 2026 12,428,052 24 5,711,971 1,309,577 197,814 19,647,438 2027 12,621,445 24 5,792,992 1,319,002 199,238 19,932,701 2028 12,813,778 24 5,874,063 1,328,702 200,703 20,217,270 2029 13,011,577 24 5,957,697 1,338,720 202,217 20,510,235 2030 13,208,744 24 6,041,204 1,349,028 203,774 20,802,774 2031 13,404,298 24 6,123,770 1,359,622 205,374 21,093,088 2032 13,601,466 24 6,206,057 1,371,195 207,122 21,385,864 2033 13,799,539 24 6,289,094 1,383,096 208,920 21,680,673 2034 14,005,034 24 6,375,959 1,395,362 210,773 21,987,152 2035 14,219,494 24 6,466,857 1,409,478 212,906 22,308,759 2036 14,433,513 24 6,557,700 1,423,873 215,080 22,630,190 2037 14,641,669 24 6,646,551 1,438,576 217,301 22,944,121 2038 14,853,682 24 6,736,617 1,453,650 219,578 23,263,551 2039 15,068,320 24 6,827,419 1,468,961 221,891 23,586,615 2040 15,285,375 24 6,918,821 1,484,675 224,265 23,913,160 2041 15,497,681 24 7,007,805 1,501,420 226,794 24,233,724 2042 15,711,862 24 7,097,185 1,518,335 229,349 24,556,755 2043 15,932,294 24 7,188,924 1,535,522 231,945 24,888,709 2044 16,158,300 24 7,282,641 1,552,913 234,572 25,228,450 2045 16,387,002 24 7,377,393 1,570,448 237,221 25,572,088 CAGR 1 1.5% 0.0% 1.5% 1.0% 0.5% 1.5% 1 Compounded Annual Growth Rate (CAGR). Sources: 2016 TAF Enplanement Forecast and HNTB Analysis 2017. 3
The 2016 TAF projects an overall growth rate of 1.2% in terms of operations (compounded annually). Operations by air carrier are projected to grow at the fastest pace of 2.2% annually. Operations by air taxi are projected to decline significantly through 2022 and stabilize thereafter. Operations by general aviation (GA) and military are projected to remain constant throughout the forecasting horizon. The 2016 TAF also projects an overall growth rate of 1.5% in enplanements (compounded annually). Domestic enplanements by air carrier and air taxi are expected to grow at a similar pace (1.5%) whereas international US flag and foreign flag enplanements are expected to grow at lower rates of 1.0% and 1.5%, respectively. Enplanements by air taxi are expected to stay constant. The faster pace of growth in enplanements than operations implies an increase in load factors, an up-gauge trend (i.e. larger aircraft), or both. 1.1.2 Master Plan Update The WCAA completed an MPU in July 2017 which included an aviation activity forecast. The base year of the aviation activity forecast was 2015 and the forecast years included 2020, 2025, 2030, and 2035. The MPU applied a multi-tiered approach to evaluate forecast passenger traffic, as shown in Figure 1. iv The operations forecasts were based on the passenger traffic forecasts and assumptions on average aircraft size, average cargo tonnage per operation, load factor, and FAA s forecasts on GA trends. Table 3 v depicts DTW historical and forecast aircraft operations and Table 4 vi depicts the DTW historical and forecast enplanements by terminal. Figure 1 MPU Forecast Approach 1. Select analytical tools 2. Identify key drivers of Detroit Primary Area passenger and cargo demand 3. Evaluate DTW unconstrained demand 4. Translate annual demand forecasts into aircraft operations Trend analysis Regression analysis Industry analysis City-pair analysis Regional population and economic factors Cost of travel Global and national economic factors O&D and connecting passengers Air freight and mail Domestic and international sectors Airline service by city-pair Passenger load factor Average seats per operation Cargo tons per operation Aircraft fleet mix Source: Figure 3-20 in MPU Final Report - Volume 1. 4
Table 3 MPU Historical and Forecast Aircraft Operations Historical Forecast 2014 2015 2020 2025 2030 2035 Commercial operations Air carrier (a) 243,117 276,898 301,190 315,020 328,010 341,120 Air taxi (a) 143,122 96,533 86,230 87,850 89,060 90,160 Total 386,239 373,431 387,420 402,870 417,070 431,280 General aviation Local -- -- -- -- -- -- Itinerant 6,264 5,843 5,800 5,800 5,800 5,800 Total 6,264 5,843 5,800 5,800 5,800 5,800 Military Local -- -- -- -- -- -- Itinerant 132 102 100 100 100 100 Total 132 102 100 100 100 100 Total Airport 392,635 379,376 393,320 408,770 422,970 437,180 Compound annual percent change 2015-2020 2020-2025 2025-2030 2030-2035 2015-2035 Commercial operations Air carrier (a) 1.7% 0.9% 0.8% 0.8% 1.0% Air taxi (a) -2.2 4.0 0.3 0.2-0.3 Total 0.7 0.8 0.7 0.7 0.7 General aviation Local -- -- -- -- -- Itinerant -0.1 0.0 0.0 0.0 0.0 Total -0.1 0.0 0.0 0.0 0.0 Military Local -- -- -- -- -- Itinerant -0.4 0.0 0.0 0.0 0.0 Total -0.4 0.0 0.0 0.0 0.0 Total Airport 0.7 0.8 0.7 0.7 0.7 Note: The forecasts presented in this table were prepared using the information and assumptions described in the accompanying text. Inevitably, some of the assumptions used to develop the forecasts will not be realized and unanticipated events and circumstances may occur. Therefore, there are likely to be differences between the forecast and actual results, and those differences may be material. Totals may not add due to rounding. (a) Includes air taxi, unscheduled, corporate, and ferry operations and empty flights. Sources: Historical Federal Aviation Administration, Air Traffic Activity System (ATADS), www.faa.gov. Forecast LeighFisher, March 2016. Source: Table 3-23 in MPU Final Report - Volume 1. 5
Table 4 MPU Historical and Forecast Enplaned Passengers by Terminal Historical Forecast 2014 2015 2020 2025 2030 2035 McNamara Terminal Domestic Delta Airlines Network 6,911,702 7,406,571 8,014,500 8,563,700 9,104,800 9,666,200 Regional affiliates 4,386,236 3,996,183 4,324,200 4,620,600 4,912,500 5,215,300 Subtotal--Domestic 11,297,938 11,402,754 12,338,700 13,184,300 14,017,300 14,881,500 International 1,299,150 1,291,219 1,368,300 1,440,400 1,509,900 1,576,400 McNamara Terminal Total 12,597,088 12,693,973 13,707,000 14,624,700 15,527,200 16,457,900 North Terminal Domestic Airlines other than Delta Airlines Network (a) 837,308 923,566 999,400 1,067,900 1,135,300 1,205,300 Regional affiliates (b) 732,947 800,660 866,400 925,800 984,200 1,044,900 Low cost carriers 1,916,286 2,147,908 2,324,200 2,483,500 2,640,400 2,803,200 Subtotal--Domestic 3,486,541 3,872,134 4,190,000 4,477,200 4,759,900 5,053,400 International 130,105 115,148 122,000 128,600 134,700 140,600 North Terminal Total 3,616,646 3,987,282 4,312,000 4,605,800 4,894,600 5,194,000 Total Airport McNamara Terminal 12,597,088 12,693,973 13,707,000 14,624,700 15,527,200 16,457,900 North Terminal 3,616,646 3,987,282 4,312,000 4,605,800 4,894,600 5,194,000 Total Airport 16,213,734 16,681,255 18,019,000 19,230,500 20,421,800 21,651,900 Compound annual percent change 2015-2020 2020-2025 2025-2030 2030-2035 2015-2035 McNamara Terminal Domestic Delta Airlines Network 1.6% 1.3% 1.2% 1.2% 1.3% Regional affiliates 1.6 1.3 1.2 1.2 1.3 Subtotal--Domestic 1.6 1.3 1.2 1.2 1.3 International 1.2 1.0 0.9 0.9 1.0 McNamara Terminal Total 1.5 1.3 1.2 1.2 1.3 North Terminal Domestic Airlines other than Delta Airlines Network (a) 1.6 1.3 1.2 1.2 1.3 Regional affiliates (b) 1.6 1.3 1.2 1.2 1.3 Low cost carriers 1.6 1.3 1.2 1.2 1.3 Subtotal--Domestic 1.6 1.3 1.2 1.2 1.3 International 1.2 1.1 0.9 0.9 1.0 North Terminal Total 1.6 1.3 1.2 1.2 1.3 Total Airport 1.6 1.3 1.2 1.2 1.3 Note: The forecasts presented in this table were prepared using the information and assumptions described in the accompanying text. Inevitably, some of the assumptions used to develop the forecasts will not be realized and unanticipated events and circumstances may occur. Therefore, there are likely to be differences between the forecast and actual results, and those differences may be material. Totals may not add due to rounding. Sources: Historical Wayne County Airport Authority records and U.S. Department of Transportation. Forecast LeighFisher, March 2016. Source: Table 3-19 in MPU Final Report - Volume 1. 6
In general, the MPU forecast projects more conservative growth than the 2016 TAF. For the operations forecast, the MPU forecast projects an overall growth rate of 0.7% annually from 2015 to 2035 whereas the 2016 TAF projects 1.2% annually from 2016 to 2045. For the enplanements forecast, the MPU forecast projects an overall growth rate of 1.3% annually from 2015 to 2035, slightly lower than the 1.5% projected by the 2016 TAF. 1.1.3 Cleveland-Detroit Metroplex EA The Draft Cleveland-Detroit Metroplex EA (Metroplex EA) was released by the FAA on November 10 th, 2017 for public review and comment. The Metroplex EA included a 2016 Average Annual Day (AAD) flight schedule for DTW obtained from the Performance Data Analysis and Reporting System (PDARS). The Metroplex EA also included fleet mixes of two future years (2018 and 2023) for DTW, which were developed based on the 2016 TAF. The fleet mixes only included flights operated under itinerant Instrument Flight Rules (IFR) because the Metroplex procedures would only apply to itinerant IFR flights. It was assumed that the fleet mixes of the Proposed Action and No Action would be identical. The 2016 flight schedule was developed from the actual 2016 activity (12/1/2015-11/30/2016) obtained from PDARS. For the future years, information on planned acquisition of new aircraft by commercial airliners was collected to identify aircraft that would be completely or partially replaced by newer aircraft. For GA and military aircraft, it was assumed that the aircraft types would stay the same as those in the 2016 fleet mix. The growth factors by aircraft categories were consistent with the 2016 TAF. 1.2 Existing Condition Fleet Mix The Existing Condition fleet mix was developed on an AAD basis for 2017. The AAD operations analysis takes into consideration flights that occurred during daytime hours and nighttime hours (day/night split), departure flight distance (stage length), and the number of operations. This section describes the data sources and methodologies applied in the development of the Existing Condition fleet mix. 1.2.1 Data Sources The following data sources were used in developing the Existing Condition fleet mix: Operations Network (OPSNET) vii : The FAA OPSNET database contains the official air traffic operation counts available for public release. It provides operation counts by operation category, such as air carrier, air taxi, GA, and military, and provides a breakout by Visual Flight Rules (VFR) and IFR operations. Operation counts are available for such facilities as airports, air traffic control towers (ATCT), and Terminal Radar Approach Control Facilities (TRACON). The legacy Air Traffic Activity Data System (ATADS) has been integrated into OPSNET. It was used for developing the number of operations for the Existing Condition. Bureau of Transportation Statistics (BTS) Air Carrier Statistics (T100) viii : The BTS T100 database contains the number of operations by individual airline and aircraft with origin and destination information. It was the primary data source used to identify commercial flight operations for the Existing Condition, as well as the departure flight distance. 7
Traffic Flow Management System Counts (TFMSC) ix : The FAA TFMSC contains the number of operations by individual aircraft. It was the primary data source used to identify GA and military fleet composition. Distributed Operations Network (Distributed OPSNET) x : The FAA Distributed OPSNET records the hourly distribution of air traffic handled by various facilities. It provided essential information on daytime and nighttime operations required for noise impact analysis. FlightExplorer Professional xi : The FlightExplorer Professional is a radar-based aircraft tracking system. The origin and destination information recorded in the activity logs was used to calculate stage length for GA departures. The stage length was used in the noise model to determine the aircraft takeoff weight profile. 1.2.2 Day/Night Split The AAD operations fleet mix takes into consideration the additional annoyance introduced by nighttime operations. The AAD operations fleet mix defines daytime operations as flights occurring between 7:00 a.m. and 9:59 p.m., and nighttime operations as flights occurring between 10:00 p.m. and 6:59 a.m. Nighttime operations are penalized in the subsequent noise modeling to account for the added intrusiveness of aircraft noise during time periods when ambient noise due to vehicular traffic and other sources is typically less than during the daytime, and when people are more likely to be in their homes. The Existing Condition fleet mix derived the hourly operations distribution of civil and military flights using the Distributed OPSNET database. The Distributed OPSNET database is derived from the official FAA OPSNET air traffic operations and delay database which collects aviation activity data from all ATCT facilities except flight service stations. Since the reported traffic bears a time stamp, it can be used to study traffic delay and identify nighttime operations for noise analysis purposes. The Distributed OPSNET database provides hourly operation distributions by operation category, which were used to calculate the day/night split for all aircraft by these categories. Table 5 depicts the day/night split applied to the Existing Condition fleet mix. It was assumed that the day/night split of military operations would be the same as the overall day/night split, as certain information of military operations was withheld in the Distributed OPSNET database for security purposes. Table 5 2017 Day/Night Split by Operation Category Operation Category Arrival Departure Day Night Day Night Air Carrier and Air Taxi 89.4% 10.6% 90.0% 10.0% GA 87.6% 12.4% 82.0% 18.0% Military 89.4% 10.6% 89.8% 10.2% Total 89.4% 10.6% 89.8% 10.2% Sources: Distributed OPSNET and HNTB Analysis 2017. 8
1.2.3 Departure Stage Length The departure stage length is a noise modeling term used to refer to nonstop trip distance for an aircraft departure from origin to destination, and is a surrogate for aircraft weight. The trip distance influences the take-off weight (and therefore the thrust and performance) of the aircraft, as more fuel is required to fly longer distances and therefore adds weight to the aircraft. The noise model uses nine stage length brackets in increments of 500 or 1,000 nautical miles (nmi). Current stage lengths by aircraft types were derived from the BTS T100 data for commercial operations and FlightExplorer Professional flight activity logs for GA operations. Table 6 shows the departure stage length distribution applied in the Existing Conditions fleet mix. 1.2.4 Average Annual Day Operations Table 6 Existing Condition Stage Length Distribution Stage Length Distance Range Percentage 1 0-500 nmi 64.2% 2 501-1,000 nmi 24.0% 3 1,001-1,500 nmi 3.4% 4 1,501-2,500 nmi 5.6% 5 2,501-3,500 nmi 1.3% 6 3,501-4,500 nmi 0.6% 7 4,501-5,500 nmi <0.05% 8 5,501-6,500 nmi 0.8% Grand Total 100.0% Sources: BTS T100, FlightExplorer Professional, and HNTB Analysis 2017. The AAD operations are representative of all aircraft operations that occur over the course of a year, averaged over 365 days. In this study, the AAD operations consist of the number of aircraft operations, including departures (with stage length) and arrivals, by daytime and nighttime operations. The number of AAD operations and the type of aircraft at DTW for the Existing Condition fleet mix was determined based on the 2016 TAF, OPSNET, BTS T100, TFMSC, Distributed OPSNET, and FlightExplorer Professional. The first step to estimate the number of operations by category was to extrapolate year-to-date 2017 operations to a full year with the available 2017 data (January to July). Operations from the FAA OPSNET database between 2010 and 2016 (in calendar years) was compared with January to July operations between 2010 and 2016 and conversion factors were calculated. These factors were subsequently applied to the 2017 year-to-date OPSNET operations to translate into operations for the full calendar year. Table 7 shows the estimated 2017 operations. 9
Table 7 Existing Condition Operations at DTW Air Carrier Air Taxi GA Military Total Jan - Jul 2017 1 173,879 51,763 3,493 59 229,194 Jan - Jul Percentage 1 0.57 0.59 0.58 0.57 N/A Adjusted Forecast 302,412 87,345 5,989 104 395,851 1 FAA OPSNET Data. Sources: FAA OPSNET, 2016 TAF, and HNTB Analysis, 2017. In summary, the total number of operations for the existing condition analysis was estimated to be 395,851, which included 302,412 air carrier operations (76.4%), 87,345 air taxi operations (22.1%), and 6,093 GA and military operations (1.5%). After the total number of the Existing Condition operations were estimated, the latest 12-month BTS T100 database (March 2016 to February 2017) was used to develop the commercial fleet mix and departure stage length. The GA and military fleet mixes were developed from the most recent FAA TFMSC data, which does not include origin or destination. As described in Section 3.2.2, the FlightExplorer Professional activity log was used to estimate departure stage length for GA and military operations. The day/night split discussed in Section 2.2.2 was applied to the fleet mix by arrival and departure, and by the following operation categories: Heavy Jets: Widebody commercial jets with a Maximum Takeoff Weight (MOTW) of 300,000 pounds or more such as the Boeing 747 and the Airbus A340. Large Jets: Commercial jets with more than 90 seats such as the Boeing 737 family and the Airbus A320 family. Regional Jets: Commercial jets with fewer than 90 seats such as the Bombardier CRJ-200 and the Embraer ERJ-170. General Aviation Jets: General Aviation jets such as the Gulfstream V and the Bombardier (Canadair) Challenger 300. General Aviation Propellers: General Aviation piston and turboprop aircraft such as the Cessna 208 Caravan and Cirrus SR-20. Helicopter: Helicopters such as the Sikorsky S-92 and the Sikorsky S-76. Military: Military aircraft such as the Lockheed C-130 Hercules and the Boeing C-17 Globemaster. Figure 2 shows the fleet mix composition for the Existing Condition by aircraft groups in terms of operations. Regional jets represent the largest group of aircraft which account for approximately 49.8% of the total operations. Large jets represent a close second, which account for approximately 43.3% of the total operations. Operations by heavy jets account for approximately 4.2% of the total operations. Operations by other aircraft groups, including GA and military, account for the remaining 2.7% of the operations. Detailed AAD operations by aircraft group (heavy jets, large jets, regional jets, GA jets, GA propellers, helicopter, and military), aircraft ID and description, operation type (arrival and departure), and day/night are shown in Table A-1 in Attachment A. 10
Figure 2 Fleet Mix Composition by Aircraft Groups in 2017 Existing Condition 1 1.3 Future Scenarios Fleet Mix Sources: FAA and DOT Database, MPU Forecast, and HNTB Analysis, 2017. The reconstruction of Runway 3L-21R is expected to take place during the construction season of 2019 (April through October). The Future Scenario fleet mix was developed for 2020 when more operations are expected and consequently a larger noise contour is anticipated. The Future Scenario fleet mix was developed based on the Existing Condition fleet mix, published airline aircraft retirement and replacement plans, 2016 TAF, MPU forecast, and an in-house GA fleet mix model. Additionally, the BTS T100 data includes airline information that was used in the Future Scenario fleet mix development. 1.3.1 Commercial Operations The commercial component of the fleet mix forecast, including air carrier and air taxi, was developed by employing a bottom-up methodology which examined each individual airline s existing fleet mix and published aircraft retirement and replacement plans. The following section discusses the fleet mix replacement assumptions by individual airline applied in this study. xii For airlines not included below, it was assumed that their fleet mix would not change from 2017 to 2020. Air Canada o Airbus A319s are being phased out. Its operations will be replaced by Bombardier CS- 300s. American Airlines o Airbus A321s will have fewer operations at DTW. Its operations will be taken up by Airbus A321-NEOs. o Airbus A320s will have fewer operations. Its operations will be taken up by Boeing 737-800s. o Boeing MD-80s are expected to be phased out by 2019. Its operations will be replaced by Boeing B737-800s and Boeing 737 MAX 8s. 1 When the fleet mix was developed, only January to July 2017 data was available. Therefore, the fleet mix composition was based on the adjusted forecast included in Table 7. 11
o Embraer ERJ-190s are expected to be phased out by 2020. Its operations will be replaced by Airbus A319s. Air France o Airbus s A340 operations will be partially replaced by Airbus A350-900s. Compass Airlines o Embraer ERJ-170s are expected to be phased out by 2020. Its operations will be replaced by Embraer ERJ-175s. Delta Air Lines o Boeing B717s will have fewer operations. Its operations will be taken up by Bombardier CS-100s. o Boeing MD80s are expected to be phased out by 2020. Its operations will be replaced by Bombardier CS-100s, Airbus A321s and Boeing B737-900ERs. o Boeing B757-200s will have fewer operations. Its operations will be taken up by B739ERs. o Boeing B767-300s are expected to be phased out by 2018. Its operations will be replaced by Boeing B767-400ERs. Some of the extended range versions, B767-300ERs, will remain in the fleet mix. o Boeing B747-400s are expected to be phased out by 2018. Its operations will be replaced by Airbus A350-900s. Envoy Air o Bombardier CRJ-700s are expected to be transferred to PSA Airlines. Its operations will be replaced by Embraer ERJ-175s. ExpressJet Airlines o Bombardier CRJ-200s will have fewer operations. Its operations will be taken up by Bombardier CRJ-900s. o Embraer ERJ-145s will have fewer operations. Its operations will be taken up by Embraer ERJ-145s. Federal Express o Boeing MD-11s will be replaced by Boeing 777Fs. o Boeing DC-10s will be replaced by Boing 767-300s and 777Fs. o Airbus A300-600s will have fewer operations. Its operations will be taken up by Boeing B767-300Fs. Frontier Airlines o Airbus A319s will have fewer operations. Its operations will be taken up by Airbus A319- NEOs. o Airbus A320s will have fewer operations. Its operations will be taken up by Airbus A320- NEOss. JetBlue Airways o Airbus A320s will have fewer operations. Its operations will be taken up by Airbus A320- NEOs. Lufthansa Airlines o Airbus A340-600s will have fewer operations. Its operations will be taken up by Airbus A350-900ss. o Boeing B747-400s are expected to be phased out. Its operations will be replaced by Boeing B747-800s. 12
Piedmont Airlines o Fokker F100s are expected to be phased out. Its operations will be replaced by Embraer ERJ-145s. Shuttle America (Merged with Republic Airlines on January 31 st, 2017) o Embraer ERJ-145s are expected to be phased out. Its operations will be replaced by Embraer ERJ-175s. Southwest Airlines o Boeing B737-300s are expected to be phased out. Its operations will be replaced by Boeing 737 MAX 7s and 737 MAX 8s. o Boeing B737-700s will have fewer operations. Its operations will be taken up by Boeing 737 MAX 7s and 737 MAX 8s. o Boeing B737-800s will have fewer operations. Its operations will be taken up by Boeing 737 MAX 8s. Spirit Air Lines o Airbus A319s will have fewer operations. Its operations will be taken up by Airbus A320- NEOs. o Airbus A320s will have fewer operations. Its operations will be taken up by Airbus A320- NEOs. United Airlines o Boeing B737-900s will have fewer operations. Its operations will be taken up by Boeing B737 MAX 9s. The forecast fleet mix also included anticipated new international service in 2017 and 2018. Seasonal service between Detroit and Keflavik International Airport in Reykjavik, Iceland by WOW Air is expected to commence in 2018 with 4 flights per week from April to October using Airbus A321 aircraft. Aeromexico Connect started daily flights to Monterrey International Airport in Monterrey, Mexico in May 2017 using Embraer ERJ-190s. Delta Air Lines also resumed flights to Narita International Airport in Tokyo, Japan, in October 2017 using Boeing 747-400 aircraft. These international flights were all included in the fleet mix forecast. Once the airline s aircraft retirement and replacement plans, and new international flights were identified, the rates of retirement and replacement were used as variables to adjust operations and enplanements to match both the MPU forecast on operations and enplanements. It was also assumed that approximately 35% of the smaller regional jets (50 seats or less) would be replaced by larger regional jets (more than 50 seats), which is consistent with the current industry trend and MPU forecast. The resultant operations, average aircraft, and load factors were very similar to the MPU forecast. The number of operations were adjusted as needed to match the total number of commercial operations included in the MPU forecast for 2020. 1.3.2 GA and Military Operations For GA operations, HNTB applied an in-house model that considered such factors as aircraft introduction date, production rate, and production termination date to project growth and retirement factors for active GA and military aircraft. The total number of operations by aircraft group was scaled to match the GA operations from the MPU forecast. 13
Military operations typically increase and decrease with geopolitical trends and therefore this activity may vary year by year. It was assumed that the total military operations in the Future Scenario fleet mix would be the same as the 2020 military operations in the MPU forecast. 1.3.3 Day/Night Split The day/night split by operation category in the Existing Condition fleet mix was also applied to the Future Scenario fleet mix by operation category, which resulted in very similar day/night split in 2020 as in 2017. 1.3.4 Departure Stage Length The departure stage length distributions by airline and aircraft were carried over to the Future Scenario. For new aircraft, it was assumed the departure stage lengths would be the same as the aircraft they would replace. Since the fleet mix was changed and new international flights were added, the stage length distribution was changed slightly. Table 8 shows an increase of longer stage length brackets at the expense of the shortest distance bracket. Table 8 Stage Length Distribution Comparison Stage Length Distance Range 2017 2020 %Change 1 0-500 nmi 64.2% 62.4% -1.8% 2 501-1,000 nmi 24.0% 24.4% 0.4% 3 1,001-1,500 nmi 3.4% 3.8% 0.4% 4 1,501-2,500 nmi 5.6% 6.1% 0.5% 5 2,501-3,500 nmi 1.3% 1.5% 0.2% 6 3,501-4,500 nmi 0.6% 0.8% 0.2% 7 4,501-5,500 nmi 0.0% 0.0% 0.0% 8 5,501-6,500 nmi 0.8% 0.9% 0.1% Grand Total 100.0% 100.0% 0.0% Sources: BTS T100, FlightExplorer Professional, and HNTB Analysis 2017. 1.3.5 Future Scenario Fleet Mix Summary Figure 3 illustrates the Future Scenario fleet mix composition by aircraft groups. Compared with the Existing Condition fleet mix, the percentage of regional jet operations is projected to decrease slightly to 47.3%, whereas the share of large jets is projected to increase slightly to 46.3%, which suggests an up-gauge trend. The percentage of heavy jet operations is projected to increase slightly to 4.3% as a result of the new international destinations. The percentage of the GA and military operations is projected to decrease slightly to approximately 2.1%. Detailed AAD operations by aircraft group, aircraft type, operation type, and day/night are shown in Table A-2 in Attachment A. 14
Figure 3 Fleet Mix Composition by Aircraft Groups in 2020 Future Scenarios 1.3.6 Comparison with 2016 TAF Sources: FAA and DOT Database, MPU Forecast, and HNTB Analysis, 2017. Table 9 compares the number of operations by operation category in the Future Scenario with the 2016 TAF forecast for 2020. The total number of operations in the Future Scenario is slightly lower (approximately 0.3%) than the 2016 TAF. Table 9 Comparison with the 2016 TAF for 2020 Air Carrier and Air Taxi GA Military Total Future Scenario 387,420 5,800 100 393,320 TAF 388,108 6,191 132 394,431 Difference -0.2% -6.3% -24.2% -0.3% Sources: FAA and BTS Database, MPU Forecast, and HNTB Analysis 2017. 2 Noise Impacts Analysis The noise impacts were modeled for the 2017 Existing Condition, 2020 No Action (Runway 3L-21R would stay open), and 2020 Proposed Action (Runway 3L-21R would be closed for reconstruction) using the Aviation Environmental Design Tool version 2d (AEDT 2d). Noise inputs included the fleet mixes, engine maintenance run-up operations, weather parameters, terrain, runway use, and track use. Noise impacts were evaluated in terms of the day-night average sound level (DNL) in decibels (db). The DNL is the noise metric adopted by the Federal government to assess cumulative (i.e., multiple aircraft events) noise near airports. Therefore, in this analysis, aircraft noise is reported in terms of DNL. The DNL is a cumulative metric with a 10-decibel (db) penalty applied to nighttime aircraft events. Noise contours of the Existing Condition, No Action, and Proposed Action were modeled between 60 to 70 DNL. Compatible land use around the airport was also discussed in this section. 15
2.1 Noise Model Inputs 2.1.1 Operations Fleet mixes, including aircraft types, number and hour of operations, and flight distance, are the major components of modeling noise in the vicinity of an airport. The fleet mixes developed in Section 1 were applied in the modeling of the Existing Condition, No Action, and Proposed Action noise contours. 2.1.2 Engine Maintenance Run-up Operations Aircraft maintenance engine run-ups can be modeled in AEDT 2d, and depending on their frequency and orientation, may influence the size and location of noise exposure contours. The WCAA provided detailed engine run-up logs for use in the engine run-up contour modeling. 2.1.3 Weather The noise model allows for the modeling of atmospheric conditions in the calculation of noise exposure, taking into consideration temperature and humidity. Compared with the legacy noise model, AEDT 2d applies a newer atmospheric absorption algorithm as described in the Society of Automotive Engineers (SAE) Aerospace Recommended Practice (ARP) 5534. For the Existing Conditions, parameters in Table 10 were applied based on the AEDT Default weather parameters recommended by the FAA. Table 10 Weather Parameters Parameter Unit Value Temperature F 49.0 Pressure Millibars 992.4 Sea Level Pressure Millibars 1,017.0 Relative Humidity % 69.7 Dew Point F 40.4 Wind Speed Knots 8.1 Sources: AEDT Default Weather Parameters for DTW. 2.1.4 Terrain Terrain data is used to account for effects that variations in terrain have on noise propagation. Terrain data was obtained from the National Land Cover Database (NLCD) developed by the U.S. Department of the Interior. xiii 2.1.5 Runway Use The runway use represents the percentage of time that a specific aircraft utilizes a specific runway. The Existing Condition runway use was obtained from the Metroplex EA (2018 No Action), which was calculated based on the actual runway use data from December 2015 to November 2016. The Metroplex EA runway use was compared with a recent four-week radar sample. The comparison showed that the runway uses are very similar for jet aircraft which are the major contributors to noise. Since the Metroplex EA used 16
a 12-month data set, whereas the recent radar data sample only included four weeks of operations, it was determined that the Metroplex EA runway use would be applied in this study. To be consistent with the aircraft categories included in the Metroplex EA, each aircraft in the fleet mix was categorized into one of the following five groups based on their engines and weights: Heavy Jets: Jet aircraft with an MTOW of 300,000 pounds or more. Jets: Jet aircraft with the MTOW between 41,000 pounds and 300,000 pounds. Small Jets: Jet aircraft with the MTOW less than 41,000 pounds. Turboprops: Turboprop aircraft. Propellers: Piston aircraft. Table 11 shows the Existing Condition runway use based on the Metroplex EA. For the future No Action scenario, it was assumed that the runway use would be the same as the Existing Condition. For the future Proposed Action scenario, the following assumptions were made based on discussions with the FAA Air Traffic Control Tower staff: Runway use during reconstruction (April to November) o o Arrivals to Runway 3L-21R would be shifted to Runway 3R-21L. Departures from Runway 3L-21R would be shifted to Runway 4R-22L. Runway use before and after reconstruction (January to March, and December) o The same as the Existing Condition and No Action. Table 12 shows the Proposed Action runway use based on these assumptions. Table 11 2017 Existing Condition and 2020 No Action Runway Use Operation Type Arrivals Runway Heavy Jets Jets Small Jets Turboprops Propellers Day Night Day Night Day Night Day Night Day Night 03L 0.0% 0.0% 0.1% 0.0% 1.9% 2.7% 6.1% 7.1% 0.0% 0.0% 03R 13.9% 6.2% 14.2% 7.4% 21.3% 19.5% 7.3% 7.9% 12.8% 4.8% 04L 13.1% 20.7% 13.6% 17.4% 0.0% 3.6% 0.0% 0.0% 0.0% 0.0% 04R 2.3% 4.8% 1.7% 6.9% 1.6% 6.0% 0.0% 14.2% 0.0% 1.6% 09L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 09R 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 21L 37.7% 16.5% 33.2% 15.8% 59.3% 35.3% 77.4% 27.2% 40.3% 40.9% 21R 0.0% 0.0% 0.6% 0.4% 13.0% 9.1% 6.9% 7.7% 36.2% 19.7% 22L 2.8% 8.2% 3.8% 20.0% 2.9% 14.5% 2.4% 35.9% 10.8% 33.0% 22R 30.3% 43.7% 32.8% 31.9% 0.0% 8.2% 0.0% 0.0% 0.0% 0.0% 27L 0.0% 0.0% 0.1% 0.0% 0.0% 0.4% 0.0% 0.0% 0.0% 0.0% 27R 0.0% 0.0% 0.0% 0.1% 0.1% 0.8% 0.0% 0.0% 0.0% 0.0% 17
Table 11 2017 Existing Condition and 2020 No Action Runway Use Operation Type Departures Runway Heavy Jets Jets Small Jets Turboprops Propellers Day Night Day Night Day Night Day Night Day Night Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 03L 5.3% 4.7% 19.2% 20.3% 27.5% 18.2% 3.9% 8.9% 21.1% 14.8% 03R 0.0% 1.8% 0.1% 0.5% 0.1% 2.9% 0.0% 3.6% 0.0% 5.8% 04L 0.0% 3.7% 0.0% 0.7% 0.0% 1.5% 0.0% 6.5% 0.0% 0.0% 04R 24.0% 19.1% 9.9% 8.7% 0.7% 4.8% 0.0% 12.8% 0.6% 2.7% 09L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.9% 1.9% 1.2% 0.0% 09R 0.0% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 21L 0.0% 13.5% 0.2% 1.6% 6.4% 17.2% 0.0% 9.3% 0.0% 8.4% 21R 11.2% 2.1% 40.3% 28.4% 65.3% 32.7% 90.7% 24.2% 75.9% 31.0% 22L 59.5% 48.7% 30.2% 38.6% 0.0% 10.2% 1.0% 21.4% 0.6% 27.7% 22R 0.0% 6.4% 0.0% 1.3% 0.0% 12.6% 0.0% 11.5% 0.0% 2.5% 27L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.6% 1.3% 27R 0.0% 0.0% 0.1% 0.0% 0.0% 0.0% 0.6% 0.0% 0.0% 5.8% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% Sources: Metroplex EA and HNTB Analysis 2017. Table 12 2020 Proposed Action Runway Use Operation Type Arrivals Runway Heavy Jets Jets Small Jets Turboprops Propellers Day Night Day Night Day Night Day Night Day Night 03L 0.0% 0.0% 0.0% 0.0% 0.6% 0.8% 1.7% 2.0% 0.0% 0.0% 03R 13.9% 6.2% 14.2% 7.4% 22.6% 21.4% 11.6% 13.0% 12.8% 4.8% 04L 13.1% 20.7% 13.6% 17.4% 0.0% 3.6% 0.0% 0.0% 0.0% 0.0% 04R 2.3% 4.8% 1.7% 6.9% 1.6% 6.0% 0.0% 14.2% 0.0% 1.6% 09L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 09R 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 21L 37.7% 16.5% 33.2% 15.8% 59.3% 35.3% 77.4% 27.2% 40.3% 40.9% 21R 0.0% 0.0% 0.2% 0.1% 4.0% 2.8% 2.0% 2.2% 8.7% 4.7% 22L 2.8% 8.2% 4.2% 20.3% 11.8% 20.8% 7.3% 41.4% 38.2% 48.0% 22R 30.3% 43.7% 32.8% 31.9% 0.0% 8.2% 0.0% 0.0% 0.0% 0.0% 27L 0.0% 0.0% 0.1% 0.0% 0.0% 0.4% 0.0% 0.0% 0.0% 0.0% 27R 0.0% 0.0% 0.0% 0.1% 0.1% 0.8% 0.0% 0.0% 0.0% 0.0% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 18
Operation Type Departures Runway Table 12 2020 Proposed Action Runway Use Heavy Jets Jets Small Jets Turboprops Propellers Day Night Day Night Day Night Day Night Day Night 03L 1.6% 1.4% 6.1% 6.4% 8.6% 5.7% 1.1% 2.5% 5.1% 3.6% 03R 0.0% 1.8% 0.1% 0.5% 0.1% 2.9% 0.0% 3.6% 0.0% 5.8% 04L 0.0% 3.7% 0.0% 0.7% 0.0% 1.5% 0.0% 6.5% 0.0% 0.0% 04R 27.7% 22.3% 23.1% 22.6% 19.6% 17.3% 2.8% 19.2% 16.6% 13.9% 09L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 3.9% 1.9% 1.2% 0.0% 09R 0.0% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 21L 0.0% 13.5% 0.2% 1.6% 6.4% 17.2% 0.0% 9.3% 0.0% 8.4% 21R 3.4% 0.6% 12.7% 9.0% 20.3% 10.2% 25.9% 6.9% 18.3% 7.5% 22L 67.3% 50.2% 57.8% 58.0% 45.0% 32.7% 65.8% 38.7% 58.2% 51.2% 22R 0.0% 6.4% 0.0% 1.3% 0.0% 12.6% 0.0% 11.5% 0.0% 2.5% 27L 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.6% 1.3% 27R 0.0% 0.0% 0.1% 0.0% 0.0% 0.0% 0.6% 0.0% 0.0% 5.8% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% Sources: Metroplex EA and HNTB Analysis 2017. 2.1.6 Track Geometry and Use To model noise impacts near DTW, it is essential to determine not only the frequency of aircraft operations, but also the direction and path in which they fly. In AEDT, flight tracks are used to represent the flight direction and path. In this study, a five-week radar data sample was applied to refine the flight tracks received from the 2015 Runway 4L-22R Reconstruction EA. xiv The five-week radar data sample included the following weeks: Feb 19th 25th, 2017 May 7th 13th, 2017 Jun 11th - 24th, 2017 (two weeks) Nov 15th - 21st, 2015 Figures 4 and 5 show the arrival and departure flight tracks at DTW. It was assumed that the flight tracks would be the same for all scenarios. The track use was developed based on the five-week radar data sample. Table B-1 in Attachment B shows the track use percentages. It was assumed that the track use would be the same for all scenarios. 19
Source: Radar Data Sample and HNTB Analysis, 2017. 20
Source: Radar Data Sample and HNTB Analysis, 2017. 21
2.2 Noise Model Outputs This section summarizes the noise contour outputs for each scenario, compares the noise contours, and assesses the potential temporary noise impacts introduced by the Runway 3L-21R reconstruction. 2.2.1 Noise Contour Outputs Figure 6 shows the 2017 Existing Condition noise contour. Figure 7 shows the 2020 No Action noise contour and Figure 8 shows the 2020 Proposed Action noise contour. All of the figures include DNL 60 db, 65 db, and 70 db and noise sensitive sites around DTW. Table 13 indicates that the total areas within the DNL 65 db in the Future Scenarios are slightly smaller than the Existing Condition as a result of slightly fewer operations. Table 13 DNL 65+ Areas (Acres) Scenarios DNL 65-70 Area DNL 70-75 Area DNL 75+ Area Total 65+ DNL Area 2017 Existing Condition 2,940.5 806.1 559.5 4,306.1 2020 No Action 2,891.6 773.1 531.1 4,195.8 2020 Proposed Action 2,735.8 748.5 525.3 4,009.6 Sources: HNTB Analysis 2017. 2.2.2 Comparison Figure 9 shows the comparison between the 2020 No Action and 2020 Proposed Action noise contours. The differences in the contours are primarily driven by the differences in the runway use as the fleet mixes and track use were assumed to be the same. Under normal operations, Runway 3L-21R is frequently used by large jets and GA aircraft for departures. During reconstruction, contours along Runway 3L-21R are expected to be smaller due to its closure. Contours along Runway 4R-22L are larger as a result of accommodating departures that would normally take off from Runway 3L-21R. Similarly, contours along Runway 4L-22R is expected to expand as a result of increased departures from Runway 4R-22L. Although Runway 3R-21L is expected to accommodate arrivals that would normally take off from Runway 3L-21R, it cannot offset the impacts of decreased departures along Runway 3L-21R which is primarily used for departures. Therefore, contours along Runway 3R-21L are expected to be smaller. 22
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2.2.3 Population and Noise Sensitive Area Table 14 shows the number of households and population counts within the DNL 65+ contour area. Population was counted by visually verifying the number of houses within the DNL 65+ contour area using aerial photos after which the average household size in the block was applied to estimate the population. In general, the population counts within the DNL 65+ noise contour are minimal and no people live within the DNL 70+ noise contour. In the 2020 No Action and 2020 Proposed Action, the population counts increase as the shifted noise contours would include four additional households near the intersection of Ecorse Road and Merriman Road. Scenario Table 14 Households and Population Counts (DNL 65+) Households Population DNL 65-70 DNL 70+ DNL 65-70 DNL 70+ 2017 Existing Condition 9 0 16 0 2020 No Acton 13 0 26 0 2020 Proposed Action 17 0 37 0 Source: HNTB Analysis, 2017. A noise sensitive area, as defined in Paragraph 11-5.b(8) of FAA Order 1050.1F xv, is [a]n area where noise interferes with normal activities associated with its use. Normally, noise sensitive areas include residential, educational, health, and religious structures and sites, and parks, recreational areas, areas with wilderness characteristics, wildlife refuges, and cultural and historical sites. The FAA Order 1050.1F indicates the significant threshold for noise impact is when the action would increase noise by DNL 1.5 db or more for a noise sensitive area that is exposed to noise at or above the DNL 65 db noise exposure level, or that will be exposed at or above the DNL 65 db level due to a DNL 1.5 db or greater increase, when compared to the no action alternative for the same timeframe. XV Figure 10 shows the areas that are located beyond the 65+ DNL noise contour in the No Action Alternative but are expected to receive a noise level increase of more than DNL 1.5 db with the Proposed Action Alternative. These areas are mainly located between Runways 4L-22R and 4R-22L where shifted departures from Runway 3L-21R to 4R-22L are expected to increase the noise levels. There are no noise sensitive resources in these areas that receive a DNL 1.5 db increase. The households that will be temporarily included in the 65+ DNL contour with the Proposed Action Alternative do not receive a DNL 1.5 db increase. 27
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Attachment A: Existing Condition and Future Scenarios Fleet Mixes A-1
Table A-1 2017 Existing Condition Fleet Mix Aircraft Group Heavy Jets Large Jets Regional Jets Aircraft ID Aircraft Description Arrival Departure Grand Day Night Total Day Night Total Total A306 Airbus A300-600/622R 0.4 0.0 0.4 0.4 0.0 0.4 0.9 A332 Airbus A330-200 3.9 0.5 4.4 3.9 0.4 4.4 8.7 A333 Airbus A330-300 3.2 0.4 3.5 3.2 0.4 3.5 7.1 A340 Airbus A340 Series 0.7 0.1 0.8 0.7 0.1 0.8 1.5 A343 Airbus A340-300 0.6 0.1 0.7 0.6 0.1 0.7 1.3 A346 Airbus A340-600 0.0 0.0 0.0 0.0 0.0 0.0 0.0 B744 Boeing 747-400 2.3 0.3 2.6 2.3 0.3 2.6 5.2 B748 Boeing 747-800 0.0 0.0 0.0 0.0 0.0 0.0 0.0 B762 Boeing 767-200 1.1 0.1 1.2 1.1 0.1 1.2 2.5 B763 Boeing 767-300 3.0 0.4 3.4 3.0 0.3 3.4 6.7 B764 Boeing 767-400ER 2.2 0.3 2.4 2.2 0.2 2.4 4.9 B772 Boeing 777-200 0.3 0.0 0.3 0.3 0.0 0.3 0.6 B77F Boeing 777 Freighter 0.0 0.0 0.0 0.0 0.0 0.0 0.0 B788 Boeing 787 Dreamliner (800 Model) 0.3 0.0 0.3 0.3 0.0 0.3 0.6 DC10 McDonnell Douglas DC-10 1.0 0.1 1.1 1.0 0.1 1.1 2.2 MD11 McDonnell Douglas MD-11 (Mixed) 1.3 0.2 1.5 1.3 0.1 1.5 2.9 Heavy Jets Total 20.2 2.4 22.6 20.3 2.3 22.6 45.2 A319 Airbus A319 series 26.8 3.2 30.0 27.0 3.0 30.0 60.1 A320 Airbus A320 series 43.9 5.2 49.1 44.2 4.9 49.1 98.1 A321 Airbus A321 series 4.5 0.5 5.0 4.5 0.5 5.0 10.0 B717 Boeing 717-200 / Extended Range 29.0 3.4 32.4 29.2 3.2 32.4 64.9 B733 Boeing 737-300 2.2 0.3 2.5 2.2 0.2 2.5 4.9 B734 Boeing 737-400 0.0 0.0 0.0 0.0 0.0 0.0 0.1 B737 Boeing 737-700 13.1 1.6 14.7 13.2 1.5 14.7 29.3 B738 Boeing 737-800 15.7 1.9 17.6 15.8 1.8 17.6 35.1 B739 Boeing 737-900 17.0 2.0 19.0 17.1 1.9 19.0 38.0 B739E Boeing 737-900 Extended Range 0.6 0.1 0.7 0.6 0.1 0.7 1.4 B752 Boeing 757-200 14.8 1.8 16.6 14.9 1.7 16.6 33.2 B753 Boeing 757-300 6.7 0.8 7.5 6.7 0.7 7.5 14.9 DC9 McDonnell Douglas DC 9-10/30/50 0.0 0.0 0.0 0.0 0.0 0.0 0.0 E190 Embraer ERJ-190-100 /-200 2.4 0.3 2.7 2.4 0.3 2.7 5.4 MD80 McDonnell Douglas MD-80 22.7 2.7 25.4 22.8 2.5 25.4 50.8 MD81 Boeing (Douglas) MD 81 0.1 0.0 0.1 0.1 0.0 0.1 0.3 MD90 McDonnell Douglas MD-90 10.1 1.2 11.3 10.2 1.1 11.3 22.7 Large Jets Total 209.7 24.9 234.6 211.1 23.4 234.6 469.1 CRJ1 Bombardier CRJ-100 3.0 0.4 3.4 3.0 0.3 3.4 6.7 CRJ2 Canadair CRJ 200 Regional Jet 103.2 12.2 115.5 103.9 11.5 115.5 231.0 A-2
Table A-1 2017 Existing Condition Fleet Mix Aircraft Group General Aviation Jets Aircraft ID Aircraft Description Arrival Departure Grand Day Night Total Day Night Total Total CRJ7 Canadair CRJ 700 Regional Jet 42.6 5.0 47.6 42.9 4.8 47.6 95.2 CRJ9 Canadair CRJ 900 Regional Jet 61.6 7.3 68.9 62.0 6.9 68.9 137.7 E140 Embraer ERJ-140 0.1 0.0 0.1 0.1 0.0 0.1 0.1 E145 Embraer ERJ-145 7.1 0.8 8.0 7.2 0.8 8.0 16.0 E170 Embraer ERJ-170 5.5 0.7 6.2 5.5 0.6 6.2 12.3 E175 Embraer ERJ-175 18.4 2.2 20.6 18.5 2.1 20.6 41.2 Regional Jets Total 241.5 28.6 270.2 243.2 27.0 270.2 540.3 ASTR IAI Astra 1125 0.0 0.0 0.1 0.0 0.0 0.1 0.1 BE40 Raytheon/Beech Beechjet 400/T-1 0.5 0.1 0.5 0.5 0.1 0.5 1.1 C25A Cessna Citation CJ2 0.2 0.0 0.2 0.2 0.0 0.2 0.5 C25B Cessna Citation CJ3 0.2 0.0 0.2 0.2 0.0 0.2 0.5 C525 Cessna CitationJet/CJ1 0.2 0.0 0.2 0.2 0.0 0.2 0.4 C550 Cessna Citation II/Bravo 0.3 0.0 0.3 0.2 0.0 0.3 0.6 C560 Cessna Citation V/Ultra/Encore 0.4 0.1 0.5 0.4 0.1 0.5 1.0 C56X Cessna Excel/XLS 0.8 0.1 0.9 0.8 0.1 0.9 1.8 C650 Cessna III/VI/VII 0.0 0.0 0.1 0.0 0.0 0.1 0.1 C680 Cessna Citation Sovereign 0.5 0.1 0.6 0.5 0.1 0.6 1.2 C750 Cessna Citation X 0.4 0.0 0.4 0.4 0.0 0.4 0.9 CL30 Bombardier (Canadair) Challenger 300 0.6 0.1 0.6 0.5 0.1 0.6 1.3 CL35 Bombardier Challenger 300 0.1 0.0 0.1 0.1 0.0 0.1 0.2 CL60 Bombardier Challenger 600/601/604 0.4 0.1 0.4 0.4 0.1 0.4 0.9 E50P Embraer Phenom 100 0.0 0.0 0.0 0.0 0.0 0.0 0.1 E545 Embraer EMB-545 Legacy 450 0.0 0.0 0.0 0.0 0.0 0.0 0.0 E55P Embraer Phenom 300 1.0 0.1 1.1 0.9 0.2 1.1 2.2 F100 Fokker F100/TAY 620-15 /TAY 650-15 0.1 0.0 0.1 0.1 0.0 0.1 0.1 F2TH Dassault Falcon 2000 0.6 0.1 0.7 0.6 0.1 0.7 1.4 F900 Dassault Falcon 900 0.3 0.0 0.3 0.3 0.1 0.3 0.7 FA50 Dassault Falcon/Mystère 50 0.2 0.0 0.3 0.2 0.0 0.3 0.5 G150 Gulfstream G150 0.1 0.0 0.1 0.1 0.0 0.1 0.2 G280 Gulfstream G280 0.1 0.0 0.1 0.1 0.0 0.1 0.2 GALX IAI 1126 Galaxy/Gulfstream G200 0.1 0.0 0.1 0.1 0.0 0.1 0.2 GL5T Bombardier BD-700 Global 5000 0.0 0.0 0.0 0.0 0.0 0.0 0.1 GLEX Bombardier BD-700 Global Express 0.1 0.0 0.2 0.1 0.0 0.2 0.3 GLF4 Gulfstream IV/G400 0.4 0.1 0.4 0.4 0.1 0.4 0.9 GLF5 Gulfstream V/G500 1.3 0.2 1.5 1.3 0.2 1.5 3.0 GLF6 Gulfstream 0.1 0.0 0.1 0.0 0.0 0.1 0.1 H25B BAe HS 125/700-800/Hawker 800 0.8 0.1 0.9 0.8 0.1 0.9 1.8 LJ31 Bombardier Learjet 31/A/B 0.1 0.0 0.1 0.1 0.0 0.1 0.2 A-3