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Author Topic: MAC PDE Committee to Consider Flight Limits  (Read 3211 times)
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« on: June 25, 2014, 06:43:31 PM »
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Although MAC staff had rejected the idea by refusing participation in the January 7,2014 Forum, SMAAC asked the Commission by letter at their June 2014 meeting  to consider an MSP site and capacity re-evaluation. A Part 161 Plan aligns safe capacity with economic need and land use around the airfield. It is the official way that flight operations may be limited by schedules, routes, or time of day. Noise from overflights is explicitly an acceptable reason, but a 65 DNLapplies to already-scheduled flights. The request was referred tomstaff.
 
SMAAC asked the MAC PDE Committee on June 16 for time at their July 7th meeting about a review of MSP safe capacity and site limitations.

We strongly support overflight restrictions. Peak-hour operations since 2011 steeply increased noise complaints; the NTSB warned that many MSP operations were inherently unsafe; and, the FICAN health impacts of overflights analysis found that 65 DNL did not reliably predict observed harmful impacts from overflights.

We also allege that current MSP peak-hour operations are inconsistent with the 1998 FEIS/ROD and Part 150 Noise Compatibility Plan because operational capacity exceeding the evaluated capacity has been built without an EIS amendment or review, the fleet-mix and routes have changed and the Noise-Abating Departure Procedures (NADP) are no longer used.
« Last Edit: July 01, 2016, 05:02:39 PM by Forum Manager » Logged
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« Reply #1 on: July 01, 2016, 05:18:06 PM »
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This older piece was restored to relate similar circumstances in 2015.  The 2014 and 2015 AOEE's were silent again on air pollution.  The MAC refused to accept and discuss FAA letters to SMAAC; details were included about the NTSB findings that the 2010 to 2013 changes complicated, rather than simplified, the converging runway operations (CRO).  The 2015 CIP plans were in process when the FAA CRO Order was issued in July 2015.

The 2015 AOEE public hearing was limited to 5 minutes of oral testimont, and a bushel of written testimony was delivered to PDE staff 10 days before the hearing.  It is not clear if all the testimony was distributed to PDE members, and it was obvious that few had read it. Staff sorted out testimony as either environmental or about the capital projects. As a result, some SMAAC testimony was not made a part of the AOEE public record.  After th AOEE hearing was closed, the MSP ATCT Manager told the PDE Committee that she anticipated adjustments could be made allowing a few more arivals at peak hours by "synchronizing" R30L departures and R35 arrivals.

There was no complete record of the comments made on the capital improvements plan and 2016 projects were approved. The publication of the 2015 actual noise exposure map was postponed pending further changes in flight operations.  Then, in February 2016, the FAA returned the proposed procedure changes with a direction to also consider R30R departures.  Five months later, it is still uncertain, and unlikely,  that more safe arrivals per hour are feasible unless R30R departures along the runway heading (300 degrees or WNW) are not allowed and improvements are made to feed departures to the parallel runways more quickly (a ground-safety issues?).




« Last Edit: July 07, 2016, 11:31:11 AM by Forum Manager » Logged
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