CLT Continued Aircraft Operations Evaluations Airport Community Roundtable Presentation

October 24, 2018

ACR Requests of the CLT Technical Consultant

Analyze Noise Abatement Departure Procedures (NADP)

Determine aircraft arrival turn to base location distributions

Propose methodology for future noise-benefit analyses

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Noise Abatement Departure Procedures

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Noise Abatement Departure Procedures

AEDT (FAA’s noise model) produced maximum noise level (Lmax) contours for comparison of three departure procedures:

1. Standard departures

2. NADP-1

3. NADP-2

To compare the differences in results, HMMH ran the model for the three most prevalent aircraft departing CLT Runways 18C, 18L, 36C and 36R (straight out):

1. Airbus A320

2. Airbus A319

3. Bombardier CRJ900 Note: FAA currently allows only two noise abatement departure procedures and only one of these two can be recommended for use at a particular airport

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Noise Abatement Departure Procedures

NADP-1 “Close In” • Flaps to 3,000 ft AGL

Increased airframe noise compared to NADP-2 More lift creating less noise close in to the airport Increases fuel consumption compared to NADP-2

NADP-2 “Distant” • Flaps to 800 ft AGL

Less airframe noise compared to NADP-1 Less lift creating more noise close in to the airport Reduces fuel consumption compared to NADP-1

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Noise Abatement Departure Procedures – Airbus A319

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55dB Lmax Contours

80dB Lmax Contours

Noise Abatement Departure Procedures – Airbus A321

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55dB Lmax Contours

80dB Lmax Contours

Noise Abatement Departure Procedures – Bombardier CRJ900

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55dB Lmax Contours

80dB Lmax Contours

Noise Abatement Departure Procedures – Results

NADP-1 • Provides a decrease in noise

levels close to the airport for all three aircraft analyzed

• Provides an increase in noise levels further from the airport for Airbus A319/321 aircraft

NADP-2 • Provides no change for the

Airbus A319/321 • Provides an increase in noise

levels close in to the airport for the Bombardier CRJ900 aircraft

• Provides a slight decrease in noise levels further from the airport for Bombardier CRJ900 aircraft

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Lmax (dB) Contour

A319 NADP-1

A319 NADP-2

A321 NADP-1

A321 NADP-2

CRJ900 NADP-1

CRJ900 NADP-2

80 -30% 0% -39% 0% -9% 46%

75 -37% 0% -33% 0% -18% 4%

70 -40% 0% -9% 0% -26% -4%

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65 -1% 0% 6% 0% -5% -3%

60 7% 0% 6% 0% -1% -2%

55 6% 0% 5% 0% 0% -1%

Percent Change in Contour Area as Compared to the Standard Procedure

Note: Green shows reduction, yellow little to no change, and orange increase in noise contour area.

Arrival Turn to Base Analysis

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Arrival Turn to Base Analysis

Created analysis gate segments along the west side of the east downwind leg of north arrivals into CLT

Determined the number of aircraft, along with the percentage of the total aircraft for the year, that penetrated each of the analysis gates for both: • 2014 (pre-Metroplex)

• 2017 (post-Metroplex)

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Arrival Turn to Base Analysis

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2014 (Pre-Metroplex) 2017 (Post-Metroplex)

Findings – Arrival Turn Analysis

Essentially no difference in where aircraft turn off the east downwind leg between the two analysis years (2014 and 2017) even though the altitude was lowered as a result of the FAA’s implementation of the Metroplex • The standard deviation of the percentage differences are less than 1%

One analysis gate showed an increase due to arrivals from the southeast (aircraft not operating on the east downwind)

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Noise-Benefit Analyses Template

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Proposed Approach to Noise-Benefit Analyses

Create a closely spaced grid to overlay the base map

Noise model to generate analysis results at each of the grid points

Generate graphics of differences in results using the following color scheme • Green – grid locations of noise decreases (benefit)

• Yellow – grid locations of essentially no change

• Red – grid locations of noise increases (dis-benefit)

The following slides show baseline of maximum noise level (Lmax) results for April 6, 2018 with CLT in south flow (no green, yellow, red results since no comparisons are available)

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Example of Grid for Noise-Benefit Analyses: Lmax Values for Aircraft Operations on April 6, 2018

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Discussion CLT Technical Consultant to the ACR

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