Resources

MSP Noise Programs

Noise Abatement Procedures

The following are operational procedures currently in place at Minneapolis-St. Paul International Airport to reduce noise impacts on the communities surrounding the airport.

• The Eagan-Mendota Heights Departure Corridor is an area over more noise compatible land in Eagan and Mendota Heights, southeast of the airport, to which as many aircraft as possible are directed. Proven to be an effective way to utilize existing compatible land uses surrounding the airport, the Corridor provides flexible ways to operationally utilize airspace over such areas. Average, monthly Corridor compliance is around 95%.
  
  The Corridor reduces noise impacts within the 60 DNL noise contour for over 320 people and over 135 dwellings around MSP.
  
• The Runway Use System (RUS) focuses on reducing impacts from aircraft noise on surrounding residential areas through runway selection criteria. Runway selection priorities for departure and arrival operations are:
  
  Departure Priorities
  1. Runways 12L and 12R
  2. Runway 17
  3. Balanced Use of Runway 4/22
  4. Runways 30L and 30R

  Arrival Priorities
  1. Runways 30L and 30R
  2. Runway 35
  3. Balanced use of Runway 4/22
  4. Runways 12L and 12R
  
  The RUS results in a reduction of 1,406 people and 649 dwellings within the 60+ DNL noise contour around MSP.
  

• Noise Abatement Departure Profiles (NADPs) are currently being utilized at MSP. The Distant NADP is utilized off all runways at MSP. Use of the Distant NADP on all runways at MSP reduces the population within the 60+ DNL noise contour by 7,707 people and 3,343 dwellings.

• The Minneapolis Straight-out Departure Procedure was implemented to reduce noise impacts for residents living straight off Runways 30L & 30R who experience all of the overflights from arrival operations on Runways 12L & 12R. The procedure, when feasible for the FAA, requires that all departures that would normally be given a runway heading assignment off Runways 30L & 30R be given a heading other than runway heading. This helps to provide some noise relief for those residents directly under the Runways 12L & 12R arrival flight paths. This procedure reduces significant noise impacts for hundreds of Minneapolis residents living under the arrival flight paths at MSP.

• The Voluntary Nighttime Agreements established with the carriers provide a viable means for reducing scheduled nighttime operations at MSP, as well as for reducing the numbers of Stage 3 hushkitted operations in the nighttime hours (2230 to 0600).
  
  Noise analysis showed that the replacement of MSP nighttime hushkit aircraft with manufactured Stage 3 aircraft would reduce the population within the 60 DNL noise contour by 4,082 people and 1,867 dwellings.

• The Runway 12L Runway End Departure Turn Procedure was implemented to increase compliance with the Eagan-Mendota Heights Departure Corridor. Aircraft departing Runway 12L at MSP are not turned off runway heading until reaching the end of the runway. This reduces aircraft overflight noise impacts for many Mendota Heights residents living in proximity to the northern boundary of the Eagan/Mendota heights Departure Corridor.

• The Airport Noise and Operations Monitoring System (ANOMS) at MSP is a critical analytical asset for establishing and monitoring airport operations procedures and is the largest system in the country at a single airport. This system collects noise data from 39 Remote Monitoring Towers (RMTs) located around MSP (one of which is solar powered), in addition to flight track data from the FAA’s radar located on the airport. ANOMS was installed at MSP in 1991 – 1992 at a total cost of $1.2 million and provides an objective tool for assessing airport and airspace utilization and the resultant impacts. ANOMS has become the backbone of public and government aviation data analysis and reporting in the metropolitan area.

• Since 1999, the MAC has installed ten (10) additional Remote Monitoring Towers (RMTs) in communities adjacent to MSP for a total of 39. These RMTs take noise readings of aircraft operations 24 hours a day, 365 days a year and are connected to the ANOMS system for reporting purposes. The ten new RMTs were added in 2001 to begin monitoring base line noise levels in communities that will be affected by aircraft overflights from the new North/South Runway.

• The MAC implemented an Ordinance to restrict the use of louder Stage 2 aircraft at Minneapolis-St. Paul International Airport after January 1, 2000. Follow-up monitoring with ANOMS has confirmed that no Stage 2 aircraft over 75,000 pounds are now operating at MSP.

• The Runway 17 2.5 Nautical Mile Turn Point Departure Procedure and River Departure Procedure and River Departure Heading was implemented concurrently with the opening of Runway 17-35 in October 2005. On August 27, 2003 the FAA issued a Finding of No Significant Impact (FONSI)/Record of Decision (ROD) approving an Environmental Assessment prepared by the MAC for the implementation of the procedure. Monthly procedure compliance is around 99%.
  
  The procedure results in a reduction of 4,349 people and 1,926 dwellings within the 60+ DNL noise contour.

• The Runway 17 215-Degree Departure Heading for Westbound Departures off Runway 17 During Southeast Operational Flows at MSP was implemented in April 2007 and dramatically reduces aircraft overflight impacts south of the Minnesota River Valley in the City of Burnsville by optimizing westbound aircraft overflight of the unpopulated Minnesota River Valley.
  
  This procedure has reduced airport overflight noise impacts for thousands of Burnsville residents located outside the 60 DNL noise contour, and who were newly impacted by operations off the new North South runway that opened in October 2005 at MSP.

• The Pilot Education Program was implemented in mid-2005. The intent of this measure is to facilitate MAC interaction with Air Traffic Control (ATC), the airlines, and pilots on aircraft noise related issues. MAC noise program staff developed a brochure that was distributed to the airlines and pilots operating at MSP and ATC personnel. Additionally, a Pilot Information Page was developed on the MAC Noise Program Web site at http://www.macnoise.com/pilot_info.htm. A link to this page is integrated into the online pilot information program that is frequently accessed by Northwest Airlines pilots.

• The West Cargo Ramp Hushkitted Aircraft Engine Start Procedure was implemented in July 2007 on the cargo ramp located west of the Runway 17/35. The procedure outlines specific aircraft tugging operations and aircraft positioning on the ramp area prior to aircraft engine starts, which significantly reduces airport noise impacts for hundreds of residents in the City of Richfield adjacent to the runway.

• B757 Aircraft Engine Bleed-Valve Noise Reduction was achieved using ANOMS data provided by the MAC to NWA to isolate premature 14th stage engine bleed valve deployment during B757 arrival operations at MSP. The valve would open improperly causing a loud noise event during arrival operations. Testing and analysis showed that the faulty bleed valve was limited to NWA’s newest valves (2002-2003 aircraft deliveries).
  
  NWA worked cooperatively with the engine manufacturer and the bleed valve manufacturer to identify the root cause and to develop a corrective action plan. After the root cause was identified NWA proactively returned the suspect valves to the manufacturer for the necessary corrective action. In January 2006, no Boeing 757 arrival aircraft showed up in the ‘Top Ten Loudest Aircraft Noise Events’ section of the Technical Advisor’s Report.

The above list of operational measures clearly establishes MSP as a proactive and strong leader in noise mitigation. MAC will continue to focus on the implementation of additional operations measures to reduce noise impact around MSP. Such efforts will include leveraging RNP and GPS navigation technologies to reduce noise impacts through more precise navigation and aircraft detection capabilities.