POST-IMPLEMENTATION COMMUNITY IMPACT REVIEW

RNAV STAR updates and RNP AR approaches at Ottawa Macdonald Cartier International Airport

NAV CANADA 77 Metcalfe Street Ottawa, Ontario K1P 5L6 October 2017 The information and diagrams contained in this report are for illustrative purposes only and are not to be used for navigation.

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Table of Contents

1.0 Purpose ........................................................................................................................... 3

2.0 Background ...................................................................................................................... 3

3.0 Usage Summary .............................................................................................................. 3

4.0 Environmental Impacts and Noise Monitoring .................................................................. 7

4.1 Sample of RNP overflights at the Blackburn Hamlet monitor 8 4.2 Sample of RNAV STAR overflights at the Stittsville monitor 8 4.3 Samples of non-aviation noise events 8

5.0 Community Feedback ...................................................................................................... 9

6.0 Review Conclusions ......................................................................................................... 9

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1.0 Purpose This review examines the implementation of updated Standard Terminal Arrival Routes (STARs) and new Required Navigation Performance Authorization Required (RNP AR) instrument procedures at Ottawa International Airport (YOW). In doing so, the review looks at operational usage, community feedback, and environmental and noise impacts of the new procedures implemented on September 15, 2016. The six-month period from September 15, 2016 to March 15, 2017 was examined.

2.0 Background Area Navigation (RNAV) and Required Navigation Performance (RNP) are part of a family of technologies – known as Performance Based Navigation (PBN) – that lever the capabilities of modern flight management systems and the Global Navigation Satellite System (GNSS) for safer and more efficient navigation. Together, they are a significant piece of the technology tool kit being utilized to meet commitments made by the global aviation industry to reduce greenhouse gas emissions. The shift towards PBN is also part of an ICAO-recommended approach to streamlining global navigation methods. In spring 2016, NAV CANADA proposed that the RNAV STAR structure be updated and that new RNP AR arrival procedures to runways 07, 14, 25 and 32 be implemented at YOW. A consultation process was conducted in accordance with the industry’s Airspace Change Communications and Consultation Protocol. The consultation process, which ran from May 16, 2016 to June 30, 2016, included briefings to elected officials and the airport’s noise consultative committee, hosting of community open house events in two locations and use of a survey mechanism to enable the public to provide direct comment. Following the consultation process, it was recommended that the changes be implemented as proposed on September 15, 2016. NAV CANADA committed to following up on the implementation with a review of the first sixth months of RNP operation. For background on the full scope of the airspace project and related consultation process please review the Public Engagement Report .

3.0 Usage Summary1 The primary change to RNAV approaches consisted of a small adjustment to the final approach fixes for respective runways, bringing them closer (roughly 1 nm) to the airport. In some instances, there were small adjustments to the lateral location of the downwind component of the approaches. The use of vectors to sequence aircraft, as well as the use of visual approaches on clear days, meant that traffic would continue to be distributed over a wide region. The overall utilization of RNP was expected to represent a relatively small proportion of overall traffic due to both equipage levels and the sequencing requirements of traffic at a busy airport. During consultation, it was stated that the percentage of aircraft equipped to utilize RNP procedures was anticipated to start at approximately 25 percent of aircraft. However, it was also acknowledged that a smaller portion would be granted an RNP approach as a result of sequencing requirements and pilots electing to employ other types of approaches. Between September 15, 2016 and March 15, 2016, approximately 1,000 RNP approaches were flown to YOW. The daily average of RNP approaches completed was less than six approaches per day. Over

1 Count s of RNP approaches flown as well as GHG savings estimates were produced by NAV CANADA (Operational Analysis).

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time, the portion of the aircraft fleet equipped and certified for RNP will increase. A runway-by-runway usage analysis follows.

3.1 Runways 25 and 32 Figure 1 below compares samples of 24 hours of traffic as flown on a day prior to implementation against a day of traffic post implementation when runways 25 and 32 were in use (these runways are frequently

used simultaneously)2. The turquoise lines show flight tracks prior to the change while the blue represent a day of tracks post-implementation. As projected, traffic continues to be distributed across the region prior to lining up on final approach and continues to overfly areas that could observe aircraft prior to the changes being implemented.

Figure 2 shows flight tracks associated with a full day of operations following the implementation of changes. RNP approaches as flown are shown in yellow. As expected, RNP approaches currently represent a small portion of the overall traffic. A total of 490 RNP approaches were flown to runway 25 while runway 32 received 316 over the first 180 days after implementation.

2 Traffic patterns will vary from day to day. Samples used for illustrative purposes.

Figure 1 - Pre- and Post-Implementation Flight Tracks - Runways 25 & 32

Figure 2 - Post Implementation RNP Tracks - Runways 25 & 32

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3.2 Runway 07 Figure 3 below compares samples of 24 hours of traffic as flown on a day prior to implementation with a day of traffic post implementation when runway 07 was in use3. The turquoise lines show flight tracks

prior to the change while the blue represent post-implementation. As projected, traffic continues to be distributed across the region prior to lining up on final approach and traffic continues to overfly areas that could observe aircraft prior to the changes being implemented.

Figure 4 shows flight tracks associated with a full day of operations following the implementation of changes. RNP approaches as flown are shown in yellow. As expected, RNP approaches represent a small portion of the overall traffic. A total of 175 RNP approaches were flown to runway 07 over the first 180 days after implementation.

3 Traffic patterns will vary from day to day. Samples used for illustrative purposes.

Figure 3 - Pre- and Post-Implementation Flight Tracks – Runway 07

Figure 4 - Post Implementation RNP Tracks – Runway 07

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3.3 Runway 14 Figure 5 below compares samples of 4 hours of traffic as flown on a day prior to implementation with a day of traffic post implementation when runway 14 was in use4. The turquoise lines show flight tracks

prior to the change while the blue represent post-implementation. RNP approaches as flown are shown in yellow. As projected, traffic continues to be distributed across the region prior to lining up on final approach and traffic continues to overfly areas that could observe aircraft prior to the changes being implemented. Runway 14 is the least used runway at Ottawa Macdonald-Cartier International Airport, used mainly in poor weather conditions or when runways 25 and 07 are undergoing

maintenance. A single RNP approach to runway 14 was flown during the review period.

4 Traffic patterns will vary from day to day. Samples used for illustrative purposes. Post-implementation sample for runway 14 is from a day outside the first 180 days due to very few periods of operation on that runway. General aviation traffic excluded. Runway construction in the summer of 2017 resulted in a temporary increase in runway 14 utilization.

Figure 3 - Pre- and Post-Implementation Flight Tracks – Runway 14

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4.0 Environmental Impacts and Noise Monitoring The reduction in fuel burn resulting from RNP usage during the six month period is estimated to be equivalent to greenhouse gas emission reductions of approximately 300 metric tons. As RNP equipage and usage grows, environmental benefits – in terms of reduced fuel burn and associated greenhouse gas emissions – will also grow. As part of the post-implementation review process, NAV CANADA also undertook noise monitoring to further quantify noise impacts of aircraft operations. Noise monitoring was contracted to a local environmental services company called Gradient Wind. The placement of monitors was determined in consultation with the Ottawa International Airport Authority and targeted residential areas where consultation events were held and where RNP usage or the new STAR structure may be noticeable. Monitors were located near the communities of Blackburn Hamlet targeting RNP activity to runway 25 and Stittsville to the west targeting RNAV STAR arrival traffic to runway 07. Monitors were placed in the communities from June 23 to July 11, 2017 and provided sample data for days where runways 07 and 25 were respectively in use. Noise events were then correlated with specific RNP operations to provide a highly accurate indication of noise levels associated with overflight while identifying other noise events not associated with RNP approaches. The data was captured using Brüel and Kjӕr Model 2250 Type 1 Precision Integrating Sound Level Meters. Type 1 sound level meters are highly accurate instruments for environmental noise measurements. The maps (figures 6 and 7) to the right show the location of noise monitors in relation to flight paths. The following tables provide an overview of decibel levels, using both LAeq and LAmax, associated with usage of designated RNP arcs. LAmax represents the maximum noise level reached during an overflight event while LAeq represents a time-averaged decibel level that takes in to account fluctuations in decibel levels over the course of the event. Monitored decibel levels are typically within a 5 dBA range of those modeled.

Figure 6 - Blackburn Hamlet monitoring location & RNP flight paths to runway 25

Figure 7 - Stittsville monitoring location and RNAV flight paths to runway 07

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4.1 Sample of RNP overflights at the Blackburn Hamlet monitor

4.2 Sample of RNAV STAR overflights at the Stittsville monitor

4.3 Samples of non-aviation noise events

Type Time of Day 1-Minute Leq

1-Minute LAMax

Blackburn Hamlet and Innes Road Location Firetrucks/Sirens 06-24, 12:10 PM-12:11 PM 59 71

Cars/Traffic 06-24, 12:32 PM-12:33 PM 57 69

Aircraft unknown 06-24, 03:52 PM-03:53 PM 59 66

Rain 06-24, 04:30 PM-04:31 PM 56 60

Traffic 06-24, 07:13 PM-07:14 PM 60 69

Stittsville Location

Lawn mowing 06-27, 12:33 PM-12:34 PM 61 65

Rain 06-29, 06:32 PM-06:33 PM 55 57

Lawn mowing 07-06, 12:09 PM-12:10 PM 61 63

Background/Birds 07-14, 05:18 AM-05:19 AM 55 62

Aircraft Type

Altitude (ft) Time of Day 1-Minute

Leq 1-Minute

LAMax

B737 3183 06-24, 12:56 PM-12:57 PM 53 63 E190 3316 06-24, 03:07 PM-03:08 PM 60 67 E190 3359 06-25, 12:41 AM-12:42 AM 53 62 B737 3397 06-25, 12:05 AM-12:06 AM 57 62

Aircraft Type

Altitude (ft) Time of Day 1-Minute

Leq 1-Minute

LAMax

B737 3183 06-24, 12:56 PM-12:57 PM 53 63 E190 3316 06-24, 03:07 PM-03:08 PM 60 67 E190 3359 06-25, 12:41 AM-12:42 AM 53 62 B737 3397 06-25, 12:05 AM-12:06 AM 57 62 B733 3619 06-29, 04:51 PM-04:52 PM 56 62 E190 4022 06-29, 04:33 PM-04:34 PM 53 59 B734 3016 06-29, 04:44 PM-04:45 PM 59 67 A310 2915 06-29, 06:03 PM-06:04 PM 61 69 CRJ9 3317 06-29, 05:20 PM-05:21 PM 53 60

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5.0 Community Feedback The Ottawa Macdonald Cartier International Airport confirmed that there were no complaints associated with the implementation of RNP. A handful of complaints were received by NAV CANADA by residents that believed to observe changes related to the implementation. Analysis of these concerns showed that, in all cases, overflight patterns observed were not related to changes that were implemented in September 2016. Examples include:

• Two Kanata residents that expressed that they could observe significant changes to flight patterns prior to the implementation of airspace changes.

• A resident of Gatineau on the final approach to runway 14, a stage of flight for which there were no changes.

• A resident of Blackburn Hamlet observing departure traffic, not subject to the proposal.

6.0 Review Conclusions Overall utilization rates are slightly below those projected during consultation but data for subsequent months show that utilization continues to grow gradually. Both operational and environmental benefits associated with the new arrival structure are being realized. Estimated reduced greenhouse gas emissions from use of the new procedures are material at over 300 metric tonnes in the first six months. Reductions in flying time of up to three minutes, while relatively small, provide benefits to the flying public. During the review period as well as subsequent to the review period, no community concerns have been associated with the September 2016 implementation. In many cases, RNP allowed for the design of arrival flight paths to Ottawa International Airport that better avoid residentially populated areas. Noise monitoring confirms that noise levels are within close range of those that were modeled and discussed during the consultation phase. Both the low community concerns and modeling accuracy reinforce that the changes as implement have resulted in very little negative impact to communities as it relates to noise from aviation. Overall, the consultation process and subsequent public engagement report have provided a consistent description of the location and noise impacts of RNP overflight. NAV CANADA and the Ottawa Macdonald Cartier International Airport Authority will continue to monitor and respond to questions related to changes. Future changes to the airspace will be subject to the appropriate consultation and/or communication process based on the Airspace Change Communications and Consultation Protocol.