b'Airfield Delay per Aircraft Operation ASPM data has been a well-supported methodology to calculate aircraftTechnological Developments and Precision Instrument Approaches Table A-3delays, accepted by both government and industry, as the most valid, 1 Capacity Enhancements at MSPWhen calculating the average delay per flight operation, delay isaccurate and reliable metric. MSPCAT 1CAT 2CAT 3averaged by each flights taxi time and airborne time. The total averagedWhen compared to other large hub U.S. airports as shown in the tableThe FAA continuously explores potential capacity-enhancingRunways30R30L12Ldelay is expressed in minutes of delay per operation. The current industrydevelopment/technology to increase airport efficiency and reduce standard for estimating delay is established by the FAA Aviation Systembelow, MSP ranked 28th with an overall average delay of 4 minutes indelay. When advances are identified, efforts are made to implement the12RPerformance Metrics (ASPM). The FAA uses ASPM results to create2020; in 2019 MSP ranked 20th with an overall average of 5.7 minutes technology at the busiest airports. This section describes these efforts as35performance benchmarks for airports each year. Since 2005, use ofof delay. Notes: The term decision height is defined as the height at which a decision they apply to MSP.must be made during a precision approach to either continue the landing Top 20 Large Hub Airports with Highest Average Total Delay per Operation 2019-2020 Installation of ASDE-X at MSP was completed in 2009 and providesmaneuver or execute a missed approach. RankAirport2020 Total2020 Average Minutes2019 Average Minutes2019 RankChange from seamless coverage for complete aircraft identification information. ThisPrecision approaches are categorized based on decision height and the equipment also allows for future implementation and upgrade to Nexthorizontal visibility that a pilot has along the runway. Visibility values are Airports Operationsof Delay per Operation of Delay per Operation2019 to 2020 Generation (NextGen) navigation technology (Automatic Dependenceexpressed in statute miles or in terms of runway visual range (RVR) if RVR 1CLT397,9839.610.64-1.0 SurveillanceBroadcast, ADS-B); ADS-B uses a Global Navigationmeasuring equipment is installed at an airport. The different classes of 2DFW514,7028.48.480.0 Satellite System to broadcast critical information.precision instrument approaches are:3ORD538,2118.311.72-3.4 i. Category I (CAT I)provides approaches to a decision height down to In 2020, aircraft operating at MSP were equipped with ADS-B/Cockpit200 feet and a basic visibility ofstatute miles or as low as 1,800 feet 4EWR216,1006.910.73-3.8 Display of Traffic Information (ADS-B/CDTI) technology per federalrunway visual range (RVR).5IAH267,1696.88.210-1.4 policy for aircraft operating in capacity-constrained airspace, at capacity- ii. Category II (CAT II)provides approaches to a decision height down to 100 feet and an RVR down to 1,200 feet. 6LGA140,8826.711.91-5.2 constrained airports (including MSP) or in any other airspace deemediii. Category IIIa (CAT IIIa)provides approaches without a decision height 7SEA296,0566.38.77-2.4 appropriate by the FAA. (down to the ground) or a decision height below 100 feet and an RVR down to 700 feet. 8PHL220,1236.19.16-3.0 Ongoing Precision Instrument Approach Capabilities iv. Category IIIb (CAT IIIb)provides approaches without a decision height 9IAD175,9445.56.914-1.4 or a decision height below 50 feet and an RVR down to 150 feet. In addition to runway separation and configuration, airfield capacityv. Category IIIc (CAT IIIc)provides approaches without a decision height 10DEN442,5715.57.112-1.7 can be affected greatly by how the runways are equipped for inclementand RVR. This will permit landings in 0/0 conditions, that is, weather 11DCA133,7295.37.811-2.5 weather. A number of precision instrument approaches continue to beconditions with no ceiling and visibility as during periods of heavy fog.12MEM202,7285.25.2250.0 available at MSP as summarized in the table below.Source: MSP Airfield Operations, FAA13SFO231,1645.18.39-3.214ANC245,2835.04.2480.815DAY33,3434.85.029-0.216PHX310,3244.65.226-0.517MCO225,6924.56.218-1.718JFK206,7274.59.35-4.819LAX379,3644.47.013-2.520SLC276,8164.34.735-0.428MSP244,8774.05.720-1.7Source: FAA Aviation System Performance Metrics 1Prior to 2005, the industry standard was the FAAs Consolidated Operations and Delay Analysis System (CODAS); the U.S. ix Department of Transportation (DOT) Airline Service Quality Performance (ASQP) data were used to compare optimal versus actual taxi and flight times for MSP. x'