Combining a theoretical approach and practical considerations for establishing aircraft noise charge schemes

This research has developed a systematic aircraft noise charge scheme, based on noise social costs, with a view to its application in Taiwan. The paper starts with a brief review of current structures and applications of noise charges, a market-based measure, in mitigating aircraft noise worldwide. The evaluation of aircraft noise social cost is an attempt at putting noise nuisance into monetary terms. The total and average noise social cost per flight at one airport is clearly different from another, depending mainly on the size of the noise contour and the number of residents affected. This research estimates the average noise social costs at various airports, using nine Taiwanese airports as case studies. Depending on the marginal impact of a flight and the mixture of aircraft types at each airport, the noise social cost per landing and take-off is then estimated for different aircraft types. The results of this study can inform airport, airline and local administration policies for taking environmental concerns into account when setting up noise charges, revising noise insulation schemes, and developing strategies for airport expansion and airline operations.     

Spatial patterns in community response to aircraft noise associated with non-noise factors

Non-noise aspects of airport operations may affect individuals' responses to aircraft noise. Fear of crashes, other forms of pollution, and proximity to the flight path are three such non-noise aspects which have spatial patterns that are closely related to the pattern of noise contours around an airport. If these variables affect response to aircraft noise, they may therefore confound attempts to understand relationships between noise level and community response. Analyses based on data from 673 individuals around Toronto International Airport suggest that these factors do affect annoyance responses, but do not affect reported activity interference. Hence it may prove fruitful, in aggregate analyses of community response data, to control for these variables in order to better understand the noise-annoyance relationships.     

某军用机场飞机噪声暴露的模化研究

针对军用机场飞机飞行训练方式复杂多变,飞机噪声影响存在范围大、不均匀及单次事件噪声突出的特点,本文结合某军用机场实地调研测试资料,综合考察了现行评价指标对该机场飞机噪声暴露的模化效果,指出了现行指标在反映军用飞机瞬时噪声和高峰时段噪声对人的冲击影响方面的不足,提出了相应的改进措施建议,给出了高峰时段LWECPN和最大A声级LAmax两个改进指标,并分析确立了各评价指标的标准限值。最后结合调研机场的数据资料对评价指标的有效性进行了验证。论文的研究成果对军用机场飞机噪声暴露的拓展研究和通用评价指标体系的构建具有很好的参考作用。     

Noise assessment and mitigation schemes for Hurghada airport

In recent years, concern over airport noise and its impact on surrounding communities has been spurred by a continual growth in air traffic together with urban development in close proximity to many airports around the world. This paper aims at studying the case of Hurghada airport, Egypt, with a focus on evaluating, both theoretically and practically, the airport noise and its impact on the city of Hurghada. Extensive field measurements of aircraft noise were undertaken at key locations in the city, including points lying within the premises of the Hurghada airport. The aircraft noise was also modeled using the integrated noise model (INM) in order to simulate the current and future noise levels based upon the anticipated steady increase in flight operations. Such forecasts are of particular importance for Hurghada as the number of flights is expected to grow steadily over the next decade, accompanied with an increase in urban growth for coastal resorts. Based on the actual measurements and computer simulation, noise mitigation schemes are suggested to alleviate current and future impacts.     

Aircraft noise annoyance estimation: UK time-pattern effects

An improvement appears to be possible in estimating UK aircraft noise annoyance. This is based on a more detailed analysis and modelling of the data supporting the present UK aircraft noise policies. There is empirical evidence that people’s real-life annoyance at aircraft noise is in part determined by its time-patterns. People benefit from Heathrow’s regular and predictable alternation cycles on westerly operations, equivalent to an effective dB(A) Leq value for that operational mode some 2-dB less than the measured dB(A) Leq. This correction is statistically controlled for people whose work/business is connected with Heathrow. The implications of a time-pattern correction would be significant for UK airport noise contours.     

地面最小操纵速度试飞光电测试方法

针对地面最小操纵速度试飞的光电测试需求,提出一种基于机载摄影测量与地面光电跟踪测量相结合的光电测试方法。简要介绍了地面最小操纵速度试飞光电测试系统设计;详细论述了系统标定、地面跟踪目标自动检测、基于机载摄影的飞机偏心距测量、基于光电跟踪测量的飞机航迹与速度测量等方法原理;总结了飞行试验测试实施流程;最后开展了飞行试验验证。试验结果表明,该方法有效可靠,可提供直观的飞机侧偏过程画面,实现飞机偏离跑道方向优于2 mm、高程方向优于2 cm和航向优于5 cm的定位测量精度,完全满足地面最小操纵速度试飞对光电测试数据的完整性、直观性和准确可靠性等要求。     

High frequency sound emission from moving point multipole sources embedded in arbitrary transversely sheared mean flows

Formulas are derived for the high frequency sound emission from moving point multipole sources embedded in an arbitrary uni-directional transversely sheared mean flow. The results are used to study the sound generated by non-axisymmetric turbulent jets. The effect of the asymmetry in both the mean flow and the source distribution is accounted for by a “circumferential directivity factor”, which is easily calculated from the solution of a second order ordinary differential equation in the general case and from an explicit formula when the mean flow is symmetric but the source location is not. This factor is used to assess the potential of employing asymmetric velocity profiles that redirect the sound upward to reduce the noise radiation below the flight path of a jet aircraft.     

The ballast resistor; An electro-thermal instability in a conducting wire II; Fluctuations around homogeneous stationary states

The correlation function of temperature fluctuations around homogeneous stationary states of the ballast resistor is evaluated by extending the theory of thermal fluctuations around equilibrium states to non-equilibrium situations. It is found that equal-time temperature fluctuations become correlated over large distances if one approaches the critical point. At the “critical point” of the ballast resistor the correlation length and the amplitude of the temperature fluctuations diverge. Furthermore the theory predicts a critical slowing down for the time-dependent temperature fluctuation correlation function. The electric noise of the system is also analyzed.     

Optimization approaches of aircraft flight path reducing noise: Comparison of modeling methods

An optimization model of flight paths is designed for minimizing aircraft noise at reception points around airports. It is stated as a nonconvex and nonlinear control problem governed by ordinary differential equations using a jet noise model. The vertical plan and the space cases have been solved using two approaches, one direct and one indirect. The objective was initially to apply these two methods, then to carry out comparisons, and finally to retain the method which would be applied for the general case including engine and airframe sources. Results showed that the direct method is adapted for solving the problem and can be implemented with moderate computing times. It is sufficient to analyze the constrained flight path optimization of commercial aircraft reducing noise levels. The three-segment approach procedure has been obtained as an optimized flight path which can substantially reduce noise levels. This modified approach procedure has been examined and could benefit both airlines and communities.     

Noise mitigation action plan of Pisa civil and military airport and its effects on people exposure

The “Galileo Galilei” airport is a civil and military airport quite close to central Pisa. Although the airport brings benefits in terms of tourism and different types of income, the air traffic growth exacerbates the exposition to aircraft noise. This could significantly affect public health. To this day, a small number of studies takes into account the standard indicators of Europe by considering noise emission data for military aircrafts. We estimated the noise impact produced by the airport and we evaluated the related exposed population by using the Integrated Noise Model (INM). The noise power levels of both commercial and military flights have been considered as an input to the model. Predicted levels were validated by means of a noise-monitoring network. A new tracking system (AirNav Radar) that captures Automatic Identification System (AIS) signals emitted by each aircraft has been used to emulate takeoff and landing procedures. This improves the accuracy of the input to the model. We simulated noise maps for present and future scenarios, including those following the application of noise reduction measures. For each situation, we also estimated the exposure of the population and the percentages of highly annoyed and highly sleep disturbed people. We show the utility of AIS data and their specific elaboration to draw up noise abatement measures in order to reduce the noise impact on population and allow the airport development.     

某型飞艇平台微波测试环境研究

针对微波试验用某型飞艇升空平台开展试验环境测试研究,给出了中等气象条件下的测试结果。指出定姿飞控模式下的艇体方位角稳定性优于压航迹模式,两种飞控模式下艇体俯仰角和滚转角稳定性相近; 统计分析指出配试用艇载二轴天线稳定平台可有效隔离飞行中艇体三姿±10°以上的晃动,将接收天线主轴稳定指向辐射源,天线主轴方位、俯仰角控制精度优于±1°。研究了相对辐射源20~40 km,迎头、横向两种航线下,艇载4.5°波束宽度天线接收信号的幅度,统计分析指出迎头飞行时天线增益损失小于1 dB,信号稳定性优于±1 dB,横向飞行时天线增益损失约2.3 dB,信号稳定性约±3 dB。研究给出了飞行条件下艇体散射环境和地面散射环境对艇载天线接收信号幅度的影响。     

Imaging deviation through non-uniform flow fields around high-speed flying vehicles

The non-uniform flow field around high-speed flying vehicle “bends” the ray and imposes a deviation at the end of the propagation path. This imaging deviation is a kind of aero-optic effect. In this paper, we catalog the factors that influence the deviation into two classes: the vehicle-related factors and the flowfield-related factors. Flow density computation and density–refractive index conversion are discussed. A backward ray-tracing scheme is proposed. The deviations, the propagation path distances in the non-uniform flow field, and the density distributions along propagation paths for two different flying cases are computed. Three flowfield-related factors should be considered in order to reduce the deviation: the propagation path distance in the non-uniform flow field, which should be as short as possible; the angle of incidence at the freestream boundary, which should be as small as possible; and the density distribution along propagation path in the non-uniform flow field, which should be as flat as possible.     

Aircraft noise: accounting for changes in air traffic with time of day

Aircraft noise contours are estimated using model calculations and, due to their impact on land use planning, they need to be highly accurate. During night time, not only the number and dominant types of aircraft may differ from daytime but also the flight paths flown may differ. To determine to which detail these variations in flight paths need to be considered, calculations were performed exemplarily for two airports using all available radar data over 1 year, taking into account their changes over the day. The results of this approach were compared with results of a simpler approach which does not consider such changes. While both calculations yielded similar results for the day and close to the airport, differences increased with distance as well as with the period of day (day相似文献   

考虑噪声烦恼度的机场飞机噪声收费模型和应用研究

随着我国民航运输业的飞速发展,机场噪声影响问题日趋严重。通过向航空公司或旅客收取噪声费来进行治理,是民航发达国家的普遍做法,也是我国未来的发展方向。该文在国外机场飞机噪声收费模型的基础上,提出了基于飞机噪声特性、噪声烦恼度、噪声治理投入费用和资金回收周期等因素的机场噪声收费模型。模型将机场噪声治理费用通过合理的回收周期按一定比例分配到各年度,再根据飞机噪声特性、噪声烦恼度将每年噪声收费分配到每架次飞机(或每位旅客)。飞机噪声特性根据ACI的机场噪声分级R1～R8来确定,噪声烦恼度借助Mamdani模型构建。应用表明,该收费模型关键因素考虑全面,计算方法先进简洁,费率合理。对于噪声较高飞机,夜间起飞收费为1219.06元/架次,客均收费10.16元;对于噪声很低的飞机,昼间着陆收费为66.10元/架次,客均收费仅0.15元。费率确定符合国际民航组织倡导的以支定收原则,有助于形成航空公司/旅客减噪激励机制同时又不致抑制机场航空业务增长。     

An acceptable exposure level for aircraft noise in residential communities

A review of existing guidelines and noise laws relating to aircraft indicated that they were governed, not by the acceptability of the aircraft noise to an exposed community, but by economic considerations. To examine the impact on aircraft noise requirements of a change in emphasis, from vehicle economy to noise acceptability, existing literature was used to estimate the maximum noise exposure from aircraft that a community would probably find acceptable. The suggested limit is 90 ± 5 PNdB for twenty noise events per day. Ideally, this noise level should fall within the airport boundary or on non-residential land.     

On the sensitivity of sound power radiated by aircraft panels to turbulent boundary layer parameters

The objective of the present study is to investigate and quantify how sensitive the response of an aircraft panel is to the change of the turbulent flow parameters. Several empirical models currently exist that provide the turbulent boundary layer wall pressure cross spectrum. These wall pressure cross spectrum models are usually dependent on four parameters: the reference power spectrum, the flow convective velocity, and the coherence lengths in streamwise and spanwise directions. All the proposed models provide different predictions for the wall pressure cross spectrum. Also, real flow conditions over aircraft do not conform to the ideal behavior of the turbulent boundary layer pressure predicted by the models. In this context, the questions that this work aims to explore are “What is the impact of different wall pressure estimates in the radiated sound power?” and “What is the effect of the range of possible flow conditions on the radiated sound power?”. For that objective, data from flight tests and estimates provided by the empirical models are used to predict radiated sound power, and the results are compared. A sensitivity analysis is performed and the relative contribution of each boundary layer parameter to the radiated sound power is obtained.     

A survey of community attitudes towards noise near a general aviation airport

This paper describes a community attitudinal noise survey performed in the vicinity of the Decatur, Illinois Airport. Two hundred thirty-one respondents were drawn from four distinct noise zones in populated areas near the airport. The day/night average sound levels (DNL) ranged from 44-66 dB. The area is otherwise quiet, residential with large (1/2 acre) lots. The primary analysis arrayed the percent of respondents highly annoyed versus DNL. Good agreement was found between the results of this survey and the general relation developed by Schultz from surveys worldwide, primarily in the vicinity of large commercial airports and highways. In addition, reasonable comparisons were found between respondent estimates of the number of aircraft operations and actual traffic counts. It was also found that respondents who were highly annoyed by aircraft noise were three to four times as likely to be highly annoyed by some other noise than were other respondents.     

The effect of forward flight on the diffraction radiation of a high speed jet

This paper describes a theoretical modelling of the effect of aircraft flight on the diffractional generation of sound which occurs when shear layer turbulence convects at high speed past a trailing edge. This is relevant to the study of noise problems associated with blown flaps, powered lift and aerodynamic shielding devices. The analysis is conducted for a two-dimensional configuration at arbitrary subsonic flight velocity. It is concluded that in the absence of a Kutta condition at the trailing edge, the effect of flight results in a forward arc amplification of the diffraction radiation through a single Doppler factor on the linear acoustic pressure field. The forward arc lift in the field shape disappears when a Kutta condition is imposed. In all cases the intensity of the diffraction radiation at 90° to the flight path is diminished by forward motion of the aircraft.