Enhanced Modeling of Aircraft Taxiway Noise, Volume 2: Aircraft Taxi Noise Database and Development Process (2013)

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C-1 APPENDIX C. ANOPP SENSITIVITY, TRADE AND TAXI OPERATION STUDIES C.1. Comparison of ANOPP Taxi Predictions with Measured Data Figures C-1 through C-5 contain comparisons of ANOPP predicted Taxi SEL with empirical taxi acoustic measurement data at the assumed taxi thrust. The taxi thrust was computed based on the Thrust- Weight correlation found in Figure 4-5. Additional information about the processes employed in the generation of these plots may be found in Chapter 4 of this report. FIGURE C-1 ANOPP predicted Taxi noise SEL trend lines – 400 ft. distance. y = 10.361ln(x) + 15.647 R² = 0.9902 y = 9.0214ln(x) + 21.821 R² = 0.9828 75 80 85 90 95 100 105 110 115 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 SE L,  dB A Corrected Net Thrust/2, Fn/delta, Lbs ANOPP Predicted SEL (dBA) Regression Trend Lines ‐ 400 Ft Distance Small AC (B737, CRJ) Large AC (B747,B767,B777PW,B777GE) B737‐800 CRJ900 B747‐400 B767‐300 B777‐300,GE90 B777‐300,PW4098 Taxi Data ‐Small AC Taxi Data ‐ Large AC Log. (Small AC (B737, CRJ)) Log. (Large AC (B747,B767,B777PW,B777GE))

C-2 FIGURE C-2 ANOPP predicted Taxi noise SEL trend lines – 630 ft. distance. FIGURE C-3 ANOPP predicted Taxi noise SEL trend lines – 2000 ft. distance. y = 10.087ln(x) + 15.206 R² = 0.989 y = 8.7461ln(x) + 21.878 R² = 0.9775 75 80 85 90 95 100 105 110 115 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 SE L,  dB A Corrected Net Thrust/2, Fn/delta, Lbs ANOPP Predicted SEL (dBA) Regression Trend Lines ‐ 630 Ft Distance Small AC (B737, CRJ) Large AC (B747,B767,B777PW,B777GE) B737‐800 CRJ900 B747‐400 B767‐300 B777‐300,GE90 B777‐300,PW4098 Taxi Data ‐Small AC Taxi Data ‐ Large AC Log. (Small AC (B737, CRJ)) Log. (Large AC (B747,B767,B777PW,B777GE)) y = 9.3922ln(x) + 12.481 R² = 0.9804 y = 7.914ln(x) + 21.695 R² = 0.9584 70 75 80 85 90 95 100 105 110 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 SE L,  dB A Corrected Net Thrust/2, Fn/delta, Lbs ANOPP Predicted SEL (dBA) Regression Trend Lines ‐ 2000 Ft Distance Small AC (B737, CRJ) Large AC (B747,B767,B777PW,B777GE) B737‐800 CRJ900 B747‐400 B767‐300 B777‐300,GE90 B777‐300,PW4098 Taxi Data ‐Small AC Taxi Data ‐ Large AC Log. (Small AC (B737, CRJ)) Log. (Large AC (B747,B767,B777PW,B777GE))

C-3 FIGURE C-4 ANOPP predicted Taxi noise SEL trend lines – 6300 ft. distance. FIGURE C-5 ANOPP predicted Taxi noise SEL trend lines – 10000 ft. distance. y = 8.8286ln(x) + 5.4338 R² = 0.9677 y = 6.9022ln(x) + 19.909 R² = 0.9125 55 60 65 70 75 80 85 90 95 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 SE L,  dB A Corrected Net Thrust/2, Fn/delta, Lbs ANOPP Predicted SEL (dBA) Regression Trend Lines ‐ 4000 Ft Distance Small AC (B737, CRJ) Large AC (B747,B767,B777PW,B777GE) B737‐800 CRJ900 B747‐400 B767‐300 B777‐300,GE90 B777‐300,PW4098 Taxi Data ‐Small AC Taxi Data ‐ Large AC Log. (Small AC (B737, CRJ)) Log. (Large AC (B747,B767,B777PW,B777GE)) y = 8.7901ln(x) ‐ 0.2324 R² = 0.9646 y = 6.4337ln(x) + 18.23 R² = 0.8752 50 55 60 65 70 75 80 85 90 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 SE L,  dB A Corrected Net Thrust/2, Fn/delta, Lbs ANOPP Predicted SEL (dBA) Regression Trend Lines ‐ 10,000 Ft Distance Small AC (B737, CRJ) Large AC (B747,B767,B777PW,B777GE) B737‐800 CRJ900 B747‐400 B767‐300 B777‐300,GE90 B777‐300,PW4098 Taxi Data ‐Small AC Taxi Data ‐ Large AC Log. (Small AC (B737, CRJ)) Log. (Large AC (B747,B767,B777PW,B777GE))

C-4 C.2. EDS ANOPP Flight Datasets and Generalized Suppression Tables The ANOPP predictions carried out by Georgia Tech in support of AEDT efforts employed adjustments to the in-flight predicted component noise spectra such that when the component noise signatures were summed and integrated, the resulting certification EPNL values matched the certification values (Barros et al., 2008), (Kirby & Mavris, 2008). The EDS team predictions only had component EPNL breakdowns for the GE90-powered B777, provided by GE (Gliebe, 2003), so they could only “calibrate” the ANOPP predictions for one aircraft. In this approach, the calibrations, which amounted to a constant correction (no variation with frequency or directivity angle) for each component spectrum (jet mixing noise, fan inlet noise, fan exit noise and core noise), were established such that the resulting predicted components gave the same relative contributions as was provided by the GE component breakdown EPNL values. In addition, the total EPNL values matched the certification EPNL. Georgia Tech used these calibration adjustments, called “suppression factors,” for other aircraft in carrying out predictions for the B737 and the B767, B747 and CRJ900. A table of “suppression factors” was generated for each component, at each certification point condition – Sideline, Flyover with cutback, and Approach. In the Georgia Tech work, these suppression tables were assumed to be valid for all aircraft. The approach taken herein was to not use these “suppression tables” for several reasons. First of all, they only apply to the GE90-powered B777, which has a much higher bypass ratio than the other aircraft considered. Secondly, they have questionable relevance to taxi noise, since they were derived from a matching of certification flight noise data. These suppression tables represent a calibration or adjustment for effects that the ANOPP model cannot account for. This includes the interactive effects of the engine noise sources with the airframe itself, and is a function of aircraft speed, attitude, and flap/slat configuration. In addition, weather, ground effects and atmospheric variations that affect the certification test results are not accounted for in the ANOPP model. Since in the taxi condition, the aircraft in on the ground, and the aircraft speed is very low (usually less than 20 kts), airframe noise is not a significant contributor. In addition, the engine thrust levels are very low, typically near idle, but seldom more than 8 or 9% of takeoff value. Hence the relative noise source contributions are totally different than is the case at the takeoff and approach conditions typical of certification conditions. It was therefore concluded that the Georgia Tech suppression adjustments should not be applied to the predicted ANOPP component spectra. Whether there should be adjustments to reflect un-modeled taxi noise effects is still to be determined, but this cannot be assessed without having additional diagnostic data. As will be seen in subsequent results, the ANOPP taxi noise estimates agree fairly well with measured data for several aircraft types, suggesting that these adjustments are unnecessary. C.3. Suppression Data Input for ANOPP Flight Noise Computation The ANOPP input files for the B737-800 provided by Georgia Tech were reviewed, and the following was observed: 1. One suppression value was used for each component, i.e., there was no spectral or directivity variation in the suppressions applied to each component. 2. The suppressions were changed from approach power to takeoff power. 3. The suppressions for cutback and takeoff (sideline) are the same, although the ANOPP input descriptions suggest they can be different. 4. ANOPP itself specifies that which set of suppressions to be used are a function of power setting. For power setting (defined as Fn/Fn-max) from 0 to 0.4, the approach suppression values are

C-5 used. For power settings between 0.4 and 0.99, the cutback suppression values are used. For power settings greater than 0.99, the maximum takeoff suppression values are used. 5. Ga. Tech. used the same suppression values for all aircraft models for which predictions were made. They derived these suppression values by calibrating the B777/GE90 component breakdowns using a chart presented at the Berkley Airport Noise Symposium (Gliebe, 2003). The suppression values so-derived are tabulated in Table C-1. TABLE C-1 Component Suppression Values for ANOPP Input Component Takeoff and Cutback Approach Fan Inlet 0.392 1.86 Fan Exhaust 0.45 0.62 Jet 0.536 3.00 Core 0.746 1.017 Airframe 0.99 0.99 6. Note that these suppressions are applied to mean-square pressure values, not to decibel levels, i.e., a suppression value of 0.3163 yields a reduction in decibel level of 5 dB. 7. Since the suppression values vary with power setting, but don’t vary with angle or frequency (at least in the calibrations provided), they effectively represent just a single decibel correction to the sound pressure levels computed for each component. However, because they vary from source component to source component, and the source component levels themselves vary such that the controlling sources change with both power setting, flight speed and distance, the net impact of including suppressions will also vary with flight speed, power setting and distance. 8. Note that for high power settings (greater than 0.4), all the suppression values are less than unity, implying a noise reduction. However, the amount of impact on, say, SEL or EPNL, will vary with power setting and distance, because the dominant source contribution will change with these parameters. Conversely, for low power settings ( less than 0.4), most of the suppression values are greater than unity, but core noise and airframe noise suppressions are less than unity, so depending on which source is dominant, the overall noise levels (e.g., SEL or EPNL) can increase by varying amounts, or actually decrease if core noise dominates.

C-6 C.4. ANOPP Individual Aircraft Taxi Noise Regression Coefficients L max SEL EPNL PNLMX Distance Metric (dBA) (dBA) (dB) (dB) (feet) Aircraft m b m b m b m b 200 737-800 9.2914 16.1254 9.8200 23.4500 11.6072 11.7796 11.2298 13.3177 400 737-800 8.9739 12.7090 9.4365 23.1763 11.4157 9.3562 11.0882 7.9888 630 737-800 8.7298 10.4714 9.1617 22.8724 11.1919 8.1475 10.8510 5.2371 1000 737-800 8.4965 7.6989 8.8622 22.3636 10.8649 7.3371 10.6076 2.0645 2000 737-800 8.0892 3.2432 8.4184 20.8371 10.0917 7.4688 9.8999 -0.9424 4000 737-800 7.7451 -2.9920 7.9704 18.0445 9.3266 7.1367 8.8546 -0.4364 6300 737-800 7.5376 -8.1587 7.7071 15.0390 9.3668 2.1179 8.5555 -5.6582 10000 737-800 7.3495 -14.5197 7.6284 9.5216 9.7525 -6.1859 9.2028 -15.9936 16000 737-800 7.4238 -24.2177 7.9386 -0.1539 10.7845 -22.3268 9.9466 -32.5023 25000 737-800 7.9741 -38.0750 8.9624 -15.7702 13.7341 -58.4104 12.8818 -69.8818 200 747-400 9.3863 7.8486 10.4985 11.1718 12.1094 -0.8748 12.2412 -5.4103 400 747-400 9.2088 3.7540 10.1006 11.3718 11.9145 -3.2969 11.9562 -9.1311 630 747-400 8.9063 2.4336 9.8557 11.0584 11.6769 -4.2474 11.4345 -9.0976 1000 747-400 8.4116 2.3526 9.4744 11.6229 11.2928 -4.2723 10.8651 -9.1029 2000 747-400 7.9072 -0.5405 8.9509 11.3164 10.4125 -2.0361 9.8217 -8.0476 4000 747-400 7.5454 -5.8820 8.2671 11.2605 9.1672 3.1026 8.0452 0.7533 6300 747-400 7.2479 -9.7183 7.8355 10.1651 8.6173 3.8635 7.8600 -4.4568 10000 747-400 7.0255 -15.2781 7.3603 8.3641 8.5824 -0.6213 8.0282 -10.4637 16000 747-400 6.8110 -22.1943 7.0008 4.3174 9.0455 -12.3111 8.6592 -26.0307 25000 747-400 6.8684 -32.2137 7.3036 -6.2079 10.5088 -36.5077 9.6974 -47.4947 200 B767-300 8.9720 12.1886 9.6030 19.9686 11.1387 8.6258 11.0892 5.5356 400 B767-300 8.7423 8.6281 9.1851 20.3774 10.8668 6.9696 10.6690 2.9929 630 B767-300 8.4806 6.9993 8.9720 19.8886 10.4653 7.4806 10.4176 0.7324 1000 B767-300 8.2995 4.2789 8.7534 19.0758 10.0247 8.1128 9.7522 1.4615 2000 B767-300 8.0838 -1.0017 8.3520 17.7868 9.3293 8.9418 9.0367 0.0205 4000 B767-300 7.8110 -6.9782 7.9726 15.2082 8.6251 9.7041 8.4627 -1.4331 6300 B767-300 7.6512 -11.9236 7.7429 12.4478 8.4680 7.2214 8.3645 -7.1489 10000 B767-300 7.4668 -17.6867 7.5154 8.6687 8.6135 1.4461 8.5061 -12.7767 16000 B767-300 7.3484 -25.2718 7.5699 1.2732 9.3322 -12.1404 9.2780 -29.1754 25000 B767-300 7.6521 -37.0882 8.1062 -10.8504 11.6056 -42.8317 10.9200 -55.3719 200 B777-300GE90 8.5521 17.7907 8.6799 28.4045 9.9617 18.4321 9.7496 19.0077 400 B777-300GE90 8.2486 14.8772 8.4024 27.8263 9.4028 19.5888 8.9033 19.9516 630 B777-300GE90 8.0370 12.7483 8.1908 27.4975 9.1375 19.1650 8.5523 18.4885 1000 B777-300GE90 7.7635 10.8549 7.9173 27.3041 8.7102 19.9224 8.1910 16.9953 2000 B777-300GE90 7.3981 6.8769 7.5919 25.6401 8.0851 20.7319 7.6359 14.5389 4000 B777-300GE90 7.0328 1.7989 7.1606 23.8128 7.5657 20.4070 7.3941 10.0921 6300 B777-300GE90 6.7952 -2.3652 6.7952 22.4348 7.2881 19.3288 7.1165 6.0140 10000 B777-300GE90 6.3460 -5.6583 6.4038 20.3214 7.1003 16.8748 6.8090 4.5157 16000 B777-300GE90 5.9847 -10.9515 5.9847 17.2485 7.1321 9.9192 6.7667 -4.2588 25000 B777-300GE90 5.6015 -16.6952 5.5974 13.2200 7.1920 -0.4790 6.8291 -15.9987

C-7 L max SEL EPNL PNLMX Distance Metric (dBA) (dBA) (dB) (dB) (feet) Aircraft m b m b m b m b 200 B777-300PW4098 9.0769 12.1292 9.4504 21.5768 11.1851 8.1844 10.3928 11.9617 400 B777-300PW4098 8.6578 10.1562 9.1069 21.4493 10.7497 8.0723 9.8899 10.1737 630 B777-300PW4098 8.4821 7.7566 8.8653 21.2003 10.2509 9.5691 9.6864 7.6144 1000 B777-300PW4098 8.1386 6.4291 8.5999 20.8765 9.7139 11.0762 9.0475 8.3430 2000 B777-300PW4098 7.8073 2.1560 8.1686 19.9492 8.9035 13.0900 8.4365 6.0312 4000 B777-300PW4098 7.5079 -3.5727 7.7195 18.0561 8.0867 14.9585 7.8751 4.5296 6300 B777-300PW4098 7.1725 -6.9306 7.3541 16.5781 7.7791 13.9602 7.5594 0.6617 10000 B777-300PW4098 6.8471 -11.3946 6.9709 14.2344 7.6694 10.5098 7.4700 -2.8646 16000 B777-300PW4098 6.5199 -17.0830 6.5558 10.9463 7.9013 1.3627 7.7060 -14.4270 25000 B777-300PW4098 6.2108 -23.6078 6.4005 4.6706 8.7303 -16.2514 8.0937 -29.1623 200 CRJ900 11.3208 0.2761 11.5817 9.6406 13.2151 -0.1457 12.8911 1.5988 400 CRJ900 10.9248 -2.9157 11.1416 9.4114 12.8901 -1.6191 12.6314 -3.0250 630 CRJ900 10.6086 -4.9312 10.7831 9.4447 12.6493 -2.7120 12.4083 -6.0163 1000 CRJ900 10.2254 -6.8582 10.4509 8.9266 12.3595 -3.8170 12.1695 -9.3620 2000 CRJ900 9.7632 -11.3683 9.9469 7.4247 11.9172 -6.4420 11.5363 -13.1870 4000 CRJ900 9.2695 -16.8247 9.6014 3.5834 11.7141 -11.7614 10.6694 -15.4847 6300 CRJ900 9.0515 -22.0043 9.4792 -0.4559 11.8696 -18.1273 10.8750 -24.7220 10000 CRJ900 8.9553 -28.9925 9.5856 -7.0208 12.7715 -30.6481 11.4941 -35.2761 16000 CRJ900 9.1400 -38.9577 9.9983 -16.6192 14.8277 -54.9100 13.6408 -63.1937 25000 CRJ900 9.6007 -51.1865 10.7852 -29.1468 17.0271 -84.1934 15.9572 -94.9860 C.5. Empirically Derived Taxi Noise Values and Assumed Thrust Table C-1. Empirically Derived SEL Taxi Noise Summary Madrid and IAD SEL Taxi Summary Distance (Feet) Aircraft 200 400 630 1000 2000 4000 6300 10000 16000 25000 MTOW Tot Fn/delta/2 Data Source CRJ900 93.4 89.7 87.0 84.0 78.9 72.9 68.5 63.7 58.9 54.9 36000 271 Wyle CRJ-100,200 93.5 89.6 86.7 83.4 77.6 71.1 66.8 62.4 58.0 53.7 43100 324 Madrid MD82 96.6 92.9 90.1 87.0 81.6 75.4 71.0 66.7 62.4 58.4 149500 1106 Madrid MD83 97.1 93.1 90.1 86.6 80.4 73.5 69.2 65.3 61.5 57.7 160000 1182 Madrid MD87 95.2 91.3 88.5 85.2 79.7 73.3 68.8 64.2 59.7 55.4 160000 1182 Madrid MD88 95.7 91.7 88.7 85.4 79.6 72.9 68.1 63.3 58.6 54.2 160000 1182 Madrid B717 96.8 92.8 89.7 86.0 79.5 72.6 68.2 64.0 59.7 55.3 121000 899 Madrid A310-300 97.1 93.3 90.5 87.5 82.7 77.6 74.1 70.2 65.8 60.8 346100 2491 Madrid A319 94.1 90.5 87.8 84.8 79.6 73.7 69.6 65.5 61.4 57.4 166400 1229 Madrid A320 93.8 90.2 87.4 84.3 79.0 72.9 68.7 64.5 60.3 56.3 170900 1261 Madrid A321 93.9 90.0 87.2 83.9 78.5 72.8 69.0 65.2 61.4 57.7 206100 1513 Madrid B737-300,400,500 99.5 96.0 93.4 90.5 85.3 79.2 74.7 70.1 65.6 61.3 139500 1034 Madrid B737-700,800 94.9 91.2 88.4 85.2 79.8 73.7 69.5 65.3 61.1 57.2 207100 1520 Madrid B757-200 100.8 95.9 92.1 87.7 80.3 72.8 68.4 64.4 60.6 57.0 255000 1859 Madrid B767-200,300 98.4 94.7 92.0 89.1 84.3 79.3 75.7 71.7 67.1 62.3 361250 2594 Madrid A340-300 97.9 94.4 91.8 88.8 83.6 77.7 73.6 69.4 65.1 61.1 573200 3989 Madrid B777-300 - GE90 96.1 92.8 90.5 88.1 84.1 79.3 75.7 71.4 66.1 59.6 660000 4533 Wyle@IAD B747-400 102.7 98.9 96.0 92.7 87.0 80.9 76.8 72.6 68.0 63.4 875000 5814 Madrid

C-8 Table C-2. Empirically Derived LmaxA Taxi Noise Summary Madrid and IAD LmaxA Taxi Summary Distance (Feet) Aircraft 200 400 630 1000 2000 4000 6300 10000 16000 25000 MTOW Tot Fn/delta Data Sourc CRJ900 79.2 72.7 68.3 63.5 55.8 47.5 41.4 34.8 27.7 21.0 36000 271 Wyle CRJ-100,200 79.5 72.6 68.0 63.0 54.9 46.0 39.8 33.5 27.0 20.7 43100 324 Madrid MD82 85.4 78.9 74.4 69.4 61.2 51.8 45.2 38.5 32.0 26.0 149500 1106 Madrid MD83 83.1 76.3 71.5 66.1 57.3 48.2 42.2 36.2 30.2 24.4 160000 1182 Madrid MD87 82.7 75.7 71.0 66.1 58.2 49.1 42.6 35.7 28.7 22.4 160000 1182 Madrid MD88 83.0 75.6 70.6 65.5 57.4 48.3 41.5 34.4 27.2 20.7 160000 1182 Madrid B717 84.6 77.8 72.9 67.3 57.6 46.7 39.6 33.1 26.9 20.8 121000 899 Madrid A310-300 83.7 76.9 72.4 67.8 60.9 53.6 48.4 42.7 36.4 29.6 346100 2491 Madrid A319 80.2 74.1 69.8 65.1 57.5 48.9 42.9 36.8 30.7 25.0 166400 1229 Madrid A320 80.3 73.7 68.9 63.9 56.2 47.5 41.4 35.2 29.0 23.2 170900 1261 Madrid A321 81.1 74.2 69.2 63.8 55.8 47.5 41.9 36.1 30.3 24.8 206100 1513 Madrid B737-300,400,500 88.4 82.2 77.8 73.0 65.0 55.8 49.1 42.1 35.3 29.0 139500 1034 Madrid B737-700,800 83.0 76.1 71.1 65.6 57.2 48.6 42.6 36.5 30.4 24.6 207100 1520 Madrid B757-200 88.5 80.9 75.3 69.0 58.4 47.0 40.9 34.8 29.0 23.6 255000 1859 Madrid B767-200,300 86.0 79.2 74.4 69.0 62.5 55.2 49.9 44.1 37.5 30.7 361250 2594 Madrid A340-300 85.1 78.6 73.9 68.7 61.5 53.5 47.6 41.3 34.8 28.5 573200 3989 Madrid B777-300 - GE90 85.0 79.4 75.6 71.6 65.1 57.7 52.2 46.0 38.8 30.5 660000 4533 Wyle@IAD B747-400 90.7 83.8 78.8 73.3 66.1 58.1 52.5 46.4 39.8 33.0 875000 5814 Madrid Table C-3. Empirically Derived EPNL Taxi Noise Summary Madrid and IAD EPNL Taxi Summary Distance (Feet) Aircraft 200 400 630 1000 2000 4000 6300 10000 16000 25000 MTOW Tot Fn/delta Data Source CRJ900 97.9 93.6 90.3 86.5 80.3 74.0 69.3 64.0 61.0 63.2 36000 271 Wyle CRJ-100,200 98.1 93.8 90.4 86.3 79.2 71.5 66.8 60.7 54.3 43.4 43100 324 Madrid MD82 100.9 96.8 93.6 89.8 83.2 76.2 72.1 66.4 61.6 53.0 149500 1106 Madrid MD83 101.7 97.5 94.3 90.4 83.3 75.5 70.6 65.4 59.9 51.6 160000 1182 Madrid MD87 99.9 95.3 91.8 87.8 81.2 73.8 69.2 63.2 56.6 47.3 160000 1182 Madrid MD88 100.2 95.7 92.1 88.0 81.3 73.6 68.5 62.2 54.6 45.1 160000 1182 Madrid B717 101.5 97.2 93.8 89.7 82.3 74.0 68.9 63.3 56.6 46.6 121000 899 Madrid A310-300 102.8 98.3 94.8 90.9 85.2 79.2 75.4 70.8 66.8 58.9 346100 2491 Madrid A319 99.1 94.6 91.1 87.2 81.1 74.4 70.0 64.7 60.3 51.8 166400 1229 Madrid A320 98.6 94.2 90.8 86.9 80.5 73.8 69.0 63.2 58.1 49.2 170900 1261 Madrid A321 99.5 95.0 91.4 87.4 80.5 74.0 69.9 64.7 60.3 52.2 206100 1513 Madrid B737-300,400,500 103.6 99.4 96.1 92.4 86.1 79.7 75.9 70.9 66.2 58.1 139500 1034 Madrid B737-700,800 99.5 95.2 91.8 88.0 81.4 74.5 70.1 64.6 59.6 50.9 207100 1520 Madrid B757-200 106.4 101.8 98.1 93.6 85.0 74.8 69.6 63.8 58.7 50.3 255000 1859 Madrid B767-200,300 103.4 99.0 95.9 92.3 86.3 80.6 77.1 72.6 68.7 60.6 361250 2594 Madrid A340-300 102.2 98.0 94.7 91.2 85.1 78.8 75.0 70.2 66.2 58.5 573200 3989 Madrid B777-300 - GE90 100.4 96.7 94.2 91.5 87.0 81.3 77.4 72.6 68.7 60.6 660000 4533 Wyle@IAD B747-400 107.5 103.6 100.5 96.8 90.2 82.8 78.8 74.0 70.4 62.7 875000 5814 Madrid

C-9 Table C-4. Empirically Derived PNLTm Taxi Noise Summary Madrid and IAD PNLTmax Taxi Summary Distance (Feet) Aircraft 200 400 630 1000 2000 4000 6300 10000 16000 25000 MTOW Tot Fn/delta Data Source CRJ900 79.2 72.7 68.3 63.5 55.8 47.5 41.4 34.8 27.7 21.0 36000 271 Wyle CRJ-100,200 94.6 87.4 82.4 76.7 66.8 57.0 51.8 42.9 36.3 22.6 43100 324 Madrid MD82 99.3 92.5 87.5 81.9 72.9 62.6 57.7 48.5 42.5 32.5 149500 1106 Madrid MD83 98.6 91.2 86.0 80.4 71.1 60.7 54.3 49.2 40.0 29.6 160000 1182 Madrid MD87 98.7 90.7 84.6 78.6 69.5 59.7 54.0 46.8 37.2 26.2 160000 1182 Madrid MD88 98.6 90.5 84.4 77.8 68.5 59.4 52.8 46.0 34.6 23.5 160000 1182 Madrid B717 99.7 92.9 87.9 82.0 71.6 58.6 51.7 44.3 35.1 23.9 121000 899 Madrid A310-300 100.7 93.2 87.5 81.7 73.9 65.3 60.8 53.8 48.8 39.5 346100 2491 Madrid A319 95.6 88.6 83.5 78.0 69.2 59.7 55.1 47.1 41.5 31.6 166400 1229 Madrid A320 95.6 88.5 82.7 77.0 68.2 58.4 52.7 44.4 38.6 28.1 170900 1261 Madrid A321 96.7 89.1 83.9 77.8 68.1 58.9 54.3 46.5 41.1 31.5 206100 1513 Madrid B737-300,400,500 102.4 95.5 90.5 85.1 76.2 65.9 61.3 53.0 46.8 37.6 139500 1034 Madrid B737-700,800 97.6 90.8 85.6 79.2 69.1 59.6 54.6 46.5 40.8 30.5 207100 1520 Madrid B757-200 103.9 96.6 91.1 84.9 73.8 59.4 53.1 44.7 38.8 28.8 255000 1859 Madrid B767-200,300 101.6 94.0 89.0 83.2 74.6 66.4 62.4 55.3 50.3 40.6 361250 2594 Madrid A340-300 99.6 92.4 87.1 81.6 73.8 65.0 60.2 52.4 47.1 37.8 573200 3989 Madrid B777-300 - GE90 99.8 93.9 90.0 85.7 78.5 70.1 65.0 57.6 52.6 42.5 660000 4533 Wyle@IAD B747-400 105.4 98.7 94.0 88.7 79.7 70.7 65.9 58.5 53.6 44.1 875000 5814 Madrid