Course project for CEE 4674

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AIRPORT OPERATION ANLYSIS AND DESIGN AT
CHICHAGO O’HARE INTERNATIONAL AIRPORT
Final paper for CEE 4674
JUNQI HU XIAORAN LI
1ST
YEAR MASTER STUDENT
Virginia Tech
Email: junqi93@vt.edu
Lxiaor5@vt.edu

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Content
Analysis Departure Delay for year 2004 and future configuration.................................... 3
Problem Identification .................................................................................................................................. 3
Convert the graph to numerical values of departure demand over time .................................................... 3
Estimate the aircraft departure queues for the baseline year...................................................................... 4
Estimate the average delay per departure at ORD for the baseline year ..................................................... 5
Analysis departure delays in year 2020......................................................................................................... 6
Pareto capacity diagram for VFR conditions................................................................................ 8
Problem Identification .................................................................................................................................. 8
Calculation Procedure ................................................................................................................................. 10
Independent runway 28R and 28C ......................................................................................................... 10
Dependent Runway 22L and 28C............................................................................................................ 11
Total Arrivals & Departures for ORD Airport .......................................................................................... 13
ORD West Terminal Design................................................................................................................ 14
Problem Identification ................................................................................................................................ 14
Runway Area Requirements ....................................................................................................................... 15
Preliminary Terminal Design ....................................................................................................................... 19
Gate Capacity Analysis ................................................................................................................................ 22
Taxiway Design............................................................................................................................................ 24
Runway 28 Noise Analysis.................................................................................................................. 25
Problem Identification ................................................................................................................................ 25
Calculation Procedure ................................................................................................................................. 25
Output from INM......................................................................................................................................... 27

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Analysis Departure Delay for year 2004 and future configuration
Problem Identification
The Chicago O’Hare International Airport had a departure saturation capacity of 25
departures per 15-minute period (see red line in Figure 1). Back in 2001—2004 the airport had a
departure demand as shown in the green line of Figure 1. The departure saturation capacity has
been estimated using 2 independent runways for departures.
FIGURE 1. Old IMC Departure Saturation Capacity (red line) and Scheduled Departure Profile for
ORD Airport.
Suppose that after the reconfiguration (to be completed in the year 2020), the departure
capacity per hour increases to 130 departures per hour using 3 independent runways. In the year
2020, the new departure demand is expected to be 13% higher than that recorded in the year 2004
(assume each cell in the demand vector given above is just increased by 13%). Estimate the new
delays at the airport. Assume the demand function remained the same. Analysis whether the
additional runway is needed for this airport.
Convert the graph to numerical values of departure demand over time
The values of the departure demand (d) at times (t) are:
t = [6 7 8 9 10 11 12 13 14 15 16 17 18
19 20 21 22 23 24];

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d = [104 124 76 116 92 88 96 108 116 124 108 88 72
80 104 108 84 64 60];
Plot the departure demand and time in Matlab, and the output is as shown in Figure 2
FIGURE 2. Departure Demand-time graph for baseline year
Estimate the aircraft departure queues for baseline year (2004)
Using the deterministic Queueing Model to analysis the departure queue length. The basic
condition is as follow:
Average arrival rate (entities/time) = 95.3684
Average capacity (entities/time) = 100
Simulation Period (time units) = 24
Total delay (entities-time) = 249.7995
Max queue length (entities) = 52.159
The Entries in Queue-Time graph is plotted as in Figure 3

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FIGURE 3. Entries in Queue-Time graph for baseline year
Estimate the average delay per departure at ORD for the baseline year
Using the unsteady queueing model in the Matlab file (see appendix 1) to plot the
cumulative number of entities by time as shown in Figure 4.
FIGURE 4. Cumulative number of entities – time graph for baseline year
From Figure 4, the cumulative departures can be collected to TABLE 1.
TABLE 1. Cumulative departures for baseline year
Time (hrs) Cumulative departures Departures in queueing period
6 0 535.9
11.36 535.9
12.34 629.7 1323-629.7=693.3
19.28 1323
19.83 1375 1604-1375=229
22.13 1604
Total departures queued 1458.2

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Then the delays can be calculated as follows:
Total delay = 249.7995 aircraft-hours
Total aircraft delayed = 1458.2 aircraft
Average delay per aircraft = 0.17 hours = 10 minutes
Analysis departure delays in year 2020
Use the same way as mentioned above to analysis the condition in year 2020. The basic
information is follows:
Average arrival rate (entities/time) = 107.7663
Average capacity (entities/time) = 130
Simulation Period (time units) = 24
Total delay (entities-time) = 13.0072
Max queue length (entities) = 8.3078
Some of the key plot graphs are as follows:
FIGURE 5. Departure Demand-time graph for year 2020

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FIGURE 6. Entries in Queue-Time graph for year 2020
FIGURE 7. Cumulative number of entities – time graph for year 2020
The cumulative departures collected from FIGURE 7 is listed as in TABLE 2.
TABLE 2. Cumulative departures for year 2020
Time (hrs) Cumulative departures Departures in queueing period
6.538 66.66 128.8
7.529 195.5
13.94 907.5 329.5
16.48 1237
Total departures queued 458.3

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Then the delays can be calculated as follows:
Total delay = 13.0072 aircraft-hours
Total aircraft delayed = 458.3 aircraft
Average delay per aircraft = 0.03 hours = 2 minutes
Comparing the departure delay for baseline year and for year 2020. With the new runway
reconfiguration in year 2020, both the maximum queue length, total delay and average delay per
aircraft decreased significantly, so the additional runway is needed for this airport.
Pareto capacity diagram for VFR conditions
TABLE 3 illustrates the typical aircraft fleet mix operating at ORD Airport in the typical day.
This aircraft mix will be used to estimate the airport runway and gate capacity needs for the airport
in the year 2020. In the typical day of the year 2016, the airport handled 2,580 operations daily.
Half of them arrivals and the other half departures. Recent airport data suggests 135 departures
and 135 arrivals occur at night between 10 PM and 7:00 AM in the morning. The simplified fleet mix
operating at the airport is shown in Table 1. The table also shows the average stage length (miles
flown) by each departure.
TABLE 3. ORD Fleet Mix and INM Aircraft to be Used in the Study.
Aircraft % Fleet Mix in
2014
INM Aircraft to
Use
Wake Class Average Stage
Length Flown
(statute miles)
Embraer 145 30 E145 Large 335
B737 (700-900) 11 737700 Large 1260
747-8/A380 4 747400 Super-heavy 5200
B767 5 767CF6 Heavy 3656
B757 2 PW2040 B757 1230
A320 (318-321) 10 A320-232 Large 1170
CRJ (200-900) 13 CL601 Large 359
CRJ 700 18 CRJ700 Large 460
B777 (200-300) 7 777300 Heavy 6534
Total 100

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Using the arrival-arrival and departure-departure separation matrices shown in TABLE 4 and
5, determine the IMC saturation capacity of the airport for West Flow operations. Wes-flow
operations assume runways 27R, 27L and 28C are used for arrivals. Runways 28R and 22L are used
for departures (see FIGURE 8). Note that departure operations on runway 22L are NOT independent
of arrival operations on runway 28C. This needs to be considered in your analysis. For guidance,
assume controllers release a departure on runway 22L when an arrival to runway 28C is 2 nm from
the runway 28C threshold. If the gap is not met, the departure on runway 22L has to wait.
TABLE 4. Arrival-Arrival separation matrix. IFR Conditions
TABLE 5. Departure-Departure separation matrix. IFR Condition

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FIGURE 8. ORD Airport Layouts. Left-Hand side is the Original Runway Configuration (2004).
Right-hand Side is the Reconfigured Airfield in the year 2018
Calculation Procedure
Independent runway 28R and 28C
From google earth, the distance between runway 28R and 28C is about 1250 ft. Thus runway
28 and runway 28C can operates independent departures and arrivals under VFR conditions. Some
of the basic information at ORD airport is as follows:
TABLE 6. Basic Information about Fleet mix
Small Large B757 Heavy Superheavy
ROT (s) 52 56 56 63 83
Percent Mix 0 82 2 12 4
Vapproach
(knots)
127 138 140 152 152

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TABLE 7. Pij Matrix between different leading and following aircrafts
Pij Matrix (dim)
Trailing
Small Large B757 Heavy Superheavy Sum of Pij
Small 0.000 0.0000 0.00 0.00 0 0.00
Large 0.000 0.6724 0.02 0.10 0.0328 0.82
B757 0.000 0.0164 0.00 0.00 0.0008 0.02
Heavy 0.000 0.0984 0.00 0.01 0.0048 0.12
Superheavy 0.000 0.0328 0.0008 0.005 0.0016 0.04
1.00
Use the following information, some of the key parameters can be calculated as
follows:
For arrival-arrivals
E(T𝑖𝑗) = 91.53 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
B(T𝑖𝑗) = 17.91 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
E(T𝑖𝑗) + B(T𝑖𝑗) = 109.44 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
Arrival only capacity(per hour) = 32.89
For departure-departures
E(T𝑑) = 70.44 𝑠𝑒𝑐𝑜𝑛𝑑𝑠
Departure Only Capacity(per hour) = 51.11
Dependent Runway 22L and 28C
A minimum of 79 seconds elapse between successive arrivals (when a super-heavy
aircraft follows a small aircraft). This time translated to distance is 3.3 nautical miles
(flown at 152 knots). The current minimum separation between departures and arrivals
is 2 n.m. Therefore, a departure can be easily accommodated between each pair of
successive arrivals. For n departures per arrival gap on runway 28C, the condition for n
departures on runway 22L per gap can be approximated as follows:
E(T𝑖𝑗 + 𝐵𝑖𝑗) >= 𝐸 (
𝛿
𝑉𝑗
) + 𝜀 + 𝐸(𝑇𝑑)(𝑛 − 1)
Note that 𝜀 is 10 seconds (clear for takeoff time lag), 𝛿 is 2 n.m. (the minimum
arrival-departure separation). Also, this equation we have neglected the effect of runway
occupancy time since arrivals do not occur on runway 22L. Using this equation we find
the number of departures on runway 22L per arrival gap on runway 28C to be:

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TABLE 8. Number of departures on runway 22L per arrival gap on runway 28C
Departures Gap (ETij)
1 61.39 seconds
2 131.83 seconds
3 202.27 seconds
4 272.71 seconds
5 343.15 seconds
6 413.59 seconds
7 484.03 seconds
8 554.47 seconds
9 624.91 seconds
10 695.35 seconds
11 765.79 seconds
Using this information it is possible to estimate the number of departures on
runway 22L with arrival priority on runway 28C. The following number of departures per
gap can occur in the natural gaps left out by arrivals on runway 28C are listed in TABLE 9:
TABLE 9. Number of departures per gap occurs in the natural gaps left out by arrivals on
runway 28C
Departures per Gap
Trailing
Small Large B757 Heavy Superheavy
Small 1.00 1.00 1.00 1.00 1.00
Large 2.00 1.00 1.00 1.00 1.00
B757 2.00 1.00 1.00 1.00 1.00
Heavy 3.00 2.00 2.00 1.00 1.00
Superheavy 4.00 4.00 4.00 3.00 3.00
An estimate on the number of departures on runway 30R is then made by
factoring in the percent of the time each arrival gap occurs on runway 28C. The following
table shows about the probability of each arrival-arrival pattern occurring at the airport.
E(departures on 22L) = sum(P𝑖𝑗 ∗ 𝑁𝐷𝐺 ∗ 𝐴𝐺𝑎𝑝𝑠)𝑓𝑜𝑟 𝑎𝑙𝑙 𝑖 𝑎𝑛𝑑 𝑗 𝑐𝑜𝑚𝑏𝑖𝑛𝑎𝑡𝑖𝑜𝑛𝑠
Where:
Pij= probability of aircraft i followed by j
NDG = number of departures per gap (table above)
AGaps = number of arrival gaps per hour (estimated from the arrival capacity).
Use the equation mentioned above, the number of arrivals on runway 28C and
departures on runway 22L are as follows:

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TABLE 10. Number of Arrivals on Runway 28C & Departures on Runway 22L
Arrivals on Runway 28C Departures on Runway 22L
32.89 38.73
21.77 43.70
0 51.11
Total Arrivals & Departures for ORD Airport
For arrivals and departures on other independent runways:
TABLE 11. Arrivals & Departures on Runway 27R, 27L and 28R
Arrivals Runway 27R Runway 27L
32.89 32.89
Departures Runway 28R
51.11
In consumption, the arrivals and departures for ORD airport is as follows:
TABLE 12. Total Arrivals & Departures at ORD Airport
Arrivals Departures
98.67 0.00
98.67 89.84
87.55 94.81
0.00 102.22
The final Pareto Capacity Diagram is plotted as shown in Figure 9

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FIGURE 9. Complete Pareto Capacity Diagram for VFR Conditions at the Airport
ORD West Terminal Design
The airport master plan expects a new West terminal to be constructed in airport
land shown in FIGURE 10.The ultimate plan for this airport is to accommodate 3,070 flight
daily (270 flights during the peak hour).
FIGURE 10. Proposed Site of ORD West Terminal.
0
20
40
60
80
100
120
0 20 40 60 80 100 120
Arrivals(perhour)
Departures (per hour)

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Design the basic layout of a West terminal capable of handling a minimum of 6
ADG VI, 10 ADG V aircraft and 20 ADG IV or III aircraft simultaneously. The following
constraints should be taken into consideration:
Runway 15-33 (old runway 14L-32L) will be converted into a taxiway by the year
2019.
The height of the new building should be consistent with boarding gates for an
A380 aircraft. Assume a design height of the terminal building of 25 meters.
Draw design to scale using the CAD software and Estimate the gate capacity of
your design.
This section presents the analysis and refinement of the basic concept of the west
terminal. The following sections are presented:
Runway Area Requirements
Preliminary Terminal Design
Gate Capacity Analysis
Taxiway Design
It is important to recognize the the ultimate configuration of terminal facilities
developed at the airport will likely be influenced by the passenger characteristics of
carriers anticipated to be using the facilities at the time it is designed. For the purposes
of this analysis, it is assumed that the West Terminal facilities will serve a minimum of 6
ADG VI, 10 ADG V aircraft and 20 ADG IV or III aircraft simultaneously. However, the
facility concepts recognize the potential for changes in passenger characteristics by
allowing for the flexibility to accommodate changes in the future.
Runway Area Requirements
Runway area requirements for the west terminal were developed to provide a
basis for runway safety protections. Three runways are considered relevant to ORD West
Terminal Design: Runway 09R/27L, Runway 10L/28R and Runway 10C/28C.
Runway Safety Area
Aircraft Approach Category (AAC) and Airplane Design Group (ADG) C/D/E - VI and
visibility minimums lower than ¾ mile standards were used as Runway Safety Area
dimensions.

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Runway Object Free Area
Aircraft Approach Category (AAC) and Airplane Design Group (ADG) C/D/E – VI and
visibility minimums lower than ¾ mile standards were used as Runway Object Free Area
dimensions.
Runway Protection Zone
Aircraft Approach Category (AAC) and Airplane Design Group (ADG) C/D/E – VI and
visibility minimums lower than ¾ mile standards were used as Runway Protection Zone
dimensions.
TABLE 13. Runway Area Requirements
Runway Safety Area
Length beyond departure end 1,000 ft
Length prior to threshold 600 ft
Width 500 ft
Runway Object Free Area
Length beyond departure end 1,000 ft
Length prior to threshold 600 ft
Width 800 ft
Approach Runway Protection Zone
Length 2,500 ft
Inner Width 1,000 ft
Outer Width 1,750 ft
Acres 78.914
Departure Runway Protection Zone
Length 1,700 ft
Inner Width 500 ft
Outer Width 1,010 ft
Acres 29.465

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Runway Obstacle Free Zone
Runways serving large airplanes with Category I approach minimums were used
as Runway Obstacle Free Zone dimensions.
FIGURE 11. Runway Obstacle Free Zone Calculation.
Inner-transitional OFZ surface:
H = 61 − 0.094 ∗ (S 𝑓𝑒𝑒𝑡) − 0.003 ∗ (𝐸𝑓𝑒𝑒𝑡) = 34.37696 𝑓𝑡
When H0=82 feet (25m), Y0:
Y0 = 200 + (82 − 34.4) ∗ 6 = 486 ft
Inner-Approach OFZ Surface:
When H0=82 feet, Y0’:
Y0
′
= 200 + 50 ∗ 82 = 4300 𝑓𝑡
Runway Imaginary Surfaces (Part 77)
Precision Instrument Runway Standards were used as runway approach surface
dimensions for primary surface and approach surface, and transitional surface uses 7:1 as
its dimensions.

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TABLE 14. Dimension of the Runway Imaginary Surface according to Part 77
All these runway safety area is shown in the CAD map as in FIGURE 12
FIGURE 12. Runway Safety area in CAD map
The final required runway safety area around the new terminal at the West side
of ORD is shown in FIGURE 13.

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FIGURE 13. Runway safety area required round New Terminal
Preliminary Terminal Design
The preliminary terminal design covered a potential configuration for west
terminal. Generally, the preliminary terminal design includes three parts: Aircraft apron
concepts, terminal horizontal distribution concepts and terminal capacity concepts.
Apron Concepts
Aircraft wingspan dimensions and wingtip to wingtip separation at gates
standards for aircraft group IV, V and VI were used to set aircraft parking configuration.
When two different aircraft groups park together, larger group standard was used.
A distance of 20 ft. is separated between aircraft nose gear and terminal to ensure
safety and two 14 ft. service roads were maintained behind aircraft aprons so that the
service vehicle can operate both direction simultaneously.
Terminal Horizontal Configuration Design
The west terminal is made up with one main terminal and one concourse
connected with APM. For the concourse part, the configuration is a combination of mid-
filed linear configuration and pier-finger configuration. This configuration is less costly
and make full use of land. Pier-Finer configuration combined with linear configuration
decreases walking distance as well if the APM station is built in the center of the terminal.
Six A380 aircraft are designed to park at the main terminal since the main terminal
is closer and convenient to access Runway 10C/28C, which is wider than other runways
and may be primary used for A380 operations. The separation of the main terminal from
runway operation area (i.e. OFZ, RPZ, TSA, PART 77, etc.) provides more safety of

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operation for these larger aircraft. Moreover, putting these A380 aircraft together is a
good way to decrease the dual taxiway distance for the concourse to save the land used.
FIGURE 14.Terminal Horizontal Configuration Design
•Terminal Capacity Concepts
Before designing passenger flow, this concept uses the following assumptions as
capacity design standards:
Number of daily peak hour flights is 270
Maximum seat capacity for ADG VI, V and IV is 624, 550 and 290 passengers
Flights are arranged proportionally among different terminals based on the number
of the gates
Average necessary area for passengers is 20 square feet per passenger (Level of
service C for walkway)
87% of passengers are at the waiting lounge 15 minutes before departure
As the result, the design passenger flow for peak hour is 5892 for main terminal
concourse part and 12761 for concourse (5705 for main linear configuration and 3528 for
two finger shape buildings). The total width required combining walkway area and waiting

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lounge is 175 ft. for terminal 2 main building and 120 ft. for two concourse pinger shape
buildings. For main terminal, an extra width is required to provide enough space for total
peak hour passenger flow before passengers go to checkpoints and concourse (at these
area, the total passenger is 18297 and the necessary walkway area is 38445 square feet).
Assume 40 ft. for checkpoint width and 90 ft. width for baggage system width, the total
width required for main terminal is 370 ft. Design length for both terminals are consistent
with apron length required. Below is the detail information and calculation for width
requirements.
TABLE 15. Caculation result of the necessary dimensions for terminals
TABLE 10 compares required width and design width. In this design concept, some
extra space is kept to provide space for complementary facilities and future development.
TABLE 16. Comparision between Required Width and Design Width
Required Width (ft.) Design Width (ft.) Design Length (ft.)
Main Terminal 369.88 400 2177
Concourse linear part 174.59 210 1675
Concourse finger shape Part 119.97 170 780

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Distance between concourse and main terminal:
We design to add dual taxilanes between the main terminal and the concourse in
order to improve efficiency. The safety distance from the parking aircraft nose to the
terminal/concourse is 20 ft. There are two service lanes behind the aprons so that the
service vehicle can operate on both direction simultaneously. The width of each service
lane is 14 ft. The dual taxilane between main terminal and concourse is calculated as
follows:
W 𝐷𝑢𝑎𝑙 𝑡𝑎𝑥𝑖𝑙𝑎𝑛𝑒 = 2.3 ∗ 𝑊𝑖𝑛𝑔𝑠𝑝𝑎𝑛 + 30 = 2.3 ∗ 261.6 + 30 = 631.68 𝑓𝑡
Because all of the A380 parks at the main terminal, the wingspan here is 261.6 ft
The total distance between the main terminal and concourse is:
TD = W 𝐷𝑢𝑎𝑙 𝑡𝑎𝑥𝑖𝑙𝑎𝑛𝑒 + 4 ∗ 𝑊𝑠𝑒𝑟𝑣𝑖𝑐𝑒 𝑟𝑜𝑎𝑑 + 2 ∗ 𝑊𝑠𝑎𝑓𝑒𝑡𝑦 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 727.68 𝑓𝑡
Distance between two parallel finger configurations:
The aircrafts that apron at both part of the parallel finger configurations are ADG VI.
The wingspan used to calculate the dual taxilane here is 170 ft. The width is as follows:
W 𝐷𝑢𝑎𝑙 𝑡𝑎𝑥𝑖𝑙𝑎𝑛𝑒 = 2.3 ∗ 𝑊𝑖𝑛𝑔𝑠𝑝𝑎𝑛 + 30 = 2.3 ∗ 170 + 30 = 421 𝑓𝑡
The total distance between two parallel finger configurations is:
TD = W 𝐷𝑢𝑎𝑙 𝑡𝑎𝑥𝑖𝑙𝑎𝑛𝑒 + 4 ∗ 𝑊𝑠𝑒𝑟𝑣𝑖𝑐𝑒 𝑟𝑜𝑎𝑑 + 2 ∗ 𝑊𝑠𝑎𝑓𝑒𝑡𝑦 𝑑𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 517 𝑓𝑡
Gate Capacity Analysis
First of all, gate capacity analysis was analyzed to provide the maximum operations
per hour for the new west terminal. The total number of gates including existing terminals
and the new west terminal are 222, and the daily flights the airport needs to
accommodate is 3070. Using slots as 25 per day and the utilization factor can be
calculated as follows:
U =
F
G(S)
= 0.55
Assume ratio of wide body and narrow body occupancy is 1.4 (according
to FAA) and gate occupancy for narrow body is 60min, the gate mix is 0.6. According to
FIGURE 15 and FIGURE 16, baseline gate capacity is 1.6 operations/hr and gate size factor
is 0.85.

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FIGURE 15 Gate Size Factor-Gate Mix graph
FIGURE 16 Hourly Gate Capacity Base-Non widebody Aircraft Gate Occupancy

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As the result, new west terminal gate capacity is:
G ∗ N ∗ S = 1.7 ∗ 0.85 ∗ 37 = 50.32 operations/hr.
To calculate the number of passengers per year the new terminal can
accommodated, choose the typically average daily demand to peak hour ratios as 13 and
the ratio between annual demand and average daily demand is 320. According to the fleet
mix, the average number of passenger per flight is 149.
Capacity 𝑎𝑛𝑛𝑢𝑎𝑙 = 50.32 ∗ 149 ∗ 13 ∗ 320 = 33589606 passengers
Taxiway Design
The requirements and objects of the taxilane/taxiway design between the new
terminal and existing runways and taxiways are:
Make maximum usage of the existing taxiway (less changes)
The turns must follow the taxiway design for ADG VI because there exist six A380 at
this terminal
The taxilane should be clear and with good connectivity
According to these standards, the taxilanes are preliminary designed as follows:
FIGURE 17 Preliminary Taxilane Design

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Runway 28 Noise Analysis
Departures from runway 28R fly over Bensenville and Itasca communities to the
West of the ORD airport. Assume that aircraft fly runway heading after departure for 7
nm after liftoff from runway 28R. The liftoff point occurs around 8,500 feet from the start
of the takeoff roll on runway 28R. The initial climb rate of a Boeing 737-800 is 2,300
feet/minute in a summer day. The aircraft flies at an average speed of 180 knots (180
nm/hr) after departure until reaching 4,000 feet in altitude.
Use the INM model parameters (noise-power curves) to estimate the LDN level
produced by 200 daily departures and 50 nightly departures of Boeing 737-800 at points
along the departure path located 1.0, 2.0, 2.5 and 3.0 nm to the west of the end of runway
28R. Comment on the results obtained.
Calculation Procedure
Runway 10L/28 dimensions: 13000*150 ft.
The Aircraft Boeing 737-800 departure route from runway 28R is as followed:
FIGURE 18 Departure route for B737-800 from Runway 28R
The Altitude at points along the departure path located 1.0, 2.0, 2.5 and 3.0 nm to
the west of the end of the runway 28R can be calculated as follows:
Altitude =
D 𝑓𝑟𝑜𝑚 𝑅𝑊 𝐸𝑛𝑑 + (13000 − 8500)
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑆𝑝𝑒𝑒𝑑
∗ 𝐶𝑙𝑖𝑚𝑏 𝑆𝑝𝑒𝑒𝑑
According to SEL-Altitude graph, the SEL of each point could be obtained. Assume
the departure thrust is about 19000 lb., the engine of B737-800 is CFM565, The Civil Noise
Graph (CFM565) from INM is as follows:

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FIGURE 19 Civil Noise Graph from INM
Because the distance scale at x-rale is not evenly distributed, we choose to plot the SEL-Altitude graph
in Matlab using linear interpolation. The SEL-Altitude graph is as follows:
FIGURE 20 Civil Noise Graph Plotted from Matlab
The following equation is used to calculate the Day-Night Noise (LDN):
L 𝐷𝑁 = 10log[
1
𝑇
∑ 10
(𝑆𝐸𝐿 𝑖+𝑊) 𝑖
10⁄
𝑁
𝑖=1
]
The reference time we use here is 86400 seconds in 24 hours and the penalty (W)
we choose is 10 for night flights. After calculation, the altitude, SEL and LDN for each point
are as follow table:

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TABLE 17. Altitude, SEL and LDN at each point
Point Location
(nm)
Distance from
liftoff(feet)
time (min) Altitude
(feet)
SEL(dBA) LDN(dBA)
1 10576.120 0.585 1345.190 92 71.1
2 16652.240 0.921 2118.020 88 67.1
2.5 19690.300 1.089 2504.435 86.9 66
3 22728.360 1.257 2890.849 85.7 64.8
The maximum acceptable LDN for citizens is 65 dBM. From the table it is clear that
the departure at runway 28R will influence the life quality of the residents that is 2.5 nm
from the runway 28R departure end under current operation. For those live more than 3
nm away from departure end, the LDN is less than 65 dBM so that noise will not be a big
problem to these residents.
Output from INM
This scenario is also operated in INM software. The LDN contours combined with
google map is shown as follows:
FIGURE 21. Noise Contour Combined with Google Earth
From the graph, it is clear that both the Iasca and the Bensenville community has
noise concern under current operation. The Track Distance-Attitude, Track Distance-
Airspeed and Track Distance-Trust per Engine graph from INM software is as follows:

28
FIGURE 22. The Track Distance-Attitude from INM
FIGURE 23. Track Distance-Airspeed from INM

29
FIGURE 24. Track Distance-Trust per Engine graph from INM
From these graphs, the simulation in INM software is a little different from the
assumption. The trust per engine is at maximum at the beginning of takeoff and then goes
down with the departure procedure. The liftoff point from the simulation is around 5000
feet from the start thread of departure. The climb speed is higher at the beginning of
climbing and goes down after 35000 feet.

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