Predicted flight procedures for minimum noise impact

Zaporozhets, Oleksandr; Tokarev, Vadim

doi:10.1016/s0003-682x(97)00108-4

Cited by 21 publications

(11 citation statements)

References 1 publication

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“…Figure 2 presents noise levels under the flight path versus the approach distance between 10 km and the touchdown point on the runway. This figure shows the evolution of noise levels given by INM under the flight path (INM curve) [16,17] for standard trajectories in accordance with ICAO specifications [22,[40][41][42], and by the method described in this paper. During approach, noise levels increase because the aircraft altitude decreases.…”

Section: Numerical Resultsmentioning

confidence: 99%

“…This paper uses the basic principles of aircraft noise modeling. The cost function may be chosen as any of the usual aircraft noise indices, which describes the effective noise level of the aircraft noise event [22,23]. This study is limited to minimize the maximum noise level using a semi-empirical model of jet noise [5,6,[24][25][26].…”

Section: γ (T) χ(T) X(t) Y(t) H(t)]mentioning

confidence: 99%

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Environmental impact reduction of commercial aircraft around airports. Less noise and less fuel consumption

Khardi¹

2013

Eur. Transp. Res. Rev.

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Introduction Flight path optimization is designed for minimizing environmental impacts of aircraft around airports during approaches. The main objective of this paper is to develop a model of optimal flight paths taking into account jet noise, fuel consumption, constraints and extreme operational limits of the aircraft in approach. Materials and methods Optimal control problem combining aircraft flight paths, noise and fuel consumption is modeled and solved. Outputs, algorithm efficiency and their ability to be interfaced with the in-flight management system, respecting airspace system regulation constraints, are analyzed. Measurements of aircraft noise are carried out around Saint-Exupery Lyon International Airport for one year, and INM simulations are performed. Results and conclusion A two-segment approach is considered as an optimal trajectory. Aircraft alignment on the runway axis with a slope between 3 • and 4.5 • during the last approach segment is obtained and the descent rate is about 1060 ft/mn. This particularly characterizes the continuous descent approach having the potential to reduce noise emission by −4 dB and fuel consumption by −20 % to −10 % during the approach. Because of the suggested trajectory, optimized noise levels are less than the measured and INM values given by the empirical trajectory. Optimal trajectory consumes less than the standard one; and it can be integrated in the aircraft FMS and the autopilot system. This is one of

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Section: Numerical Resultsmentioning

confidence: 99%

Section: γ (T) χ(T) X(t) Y(t) H(t)]mentioning

confidence: 99%

Environmental impact reduction of commercial aircraft around airports. Less noise and less fuel consumption

Khardi¹

2013

Eur. Transp. Res. Rev.

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“…The aircraft noise disturbance can be reduced by suitable operating procedures [432][433][434][435][436][437][438][439][440][441][442][443], like approach to land with the engine at idle (Section 4.3.1) and thrust cut-back as soon as possible after take-off (Section 4.3.2) without compromising flight safety. The aim is to reduce the noise footprint, that is the area on the ground subject to noise levels higher than the threshold deemed acceptable.…”

Section: Noise Abatement Proceduresmentioning

confidence: 99%

On Physical Aeroacoustics with Some Implications for Low-Noise Aircraft Design and Airport Operations

Campos

2015

Aerospace

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Air traffic is growing at a steady rate of 3% to 5% per year in most regions of the world, implying a doubling every 15-25 years. This requires major advances in aircraft noise reduction at airports, just not to increase the noise exposure due to the larger number of aircraft movements. In fact it can be expected, as a consequence of increased opposition to noise by near airport residents, that the overall noise exposure will have to be reduced, by bans, curfews, fines, and other means and limitations, unless significantly quieter aircraft operations are achieved. The ultimate solution is aircraft operations inaudible outside the airport perimeter, or noise levels below road traffic and other existing local noise sources. These substantial noise reductions cannot come at the expense of a degradation of cruise efficiency, that would affect not just economics and travel time, but would increase fuel consumption and emission of pollutants on a global scale. The paper reviews the: (i) current knowledge of the aircraft noise sources; (ii) the sound propagation in the atmosphere and ground effects that determine the noise annoyance of near-airport residents; (iii) the noise mitigation measures that can be applied to current and future aircraft; (iv) the prospects of evolutionary and novel aircraft designs towards quieter aircraft in the near term and eventually to operations inaudible outside the airport perimeter. The 20 figures and 1 diagram with their legends provide a visual summary of the review.

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“…Indeed, to avoid excessive airline economic and air quality penalties due to path extension, a secondary performance index has been included in the overall objective function.  More specifically, a weighted combination of the number of people highly annoyed and the overall path length of the approach route has been considered: (8) where k noise and k distance are the weighting factors of the number of people highly annoyed PH and the total route distance s f . It is noted that for a given speed profile as a function of distance to runway (s f -s), minimizing the total route distance boils down to minimizing the total flight time.…”

Section: Multi-event Trajectory Optimization Formulationmentioning

confidence: 99%

“…Although numerous studies related to the theoretical development of optimal trajectories that minimize the noise impact in departure or approach trajectories have appeared in the literature in recent years [6][7][8] , none of them specifically deal with the synthesis of trajectories that aim to minimize the aggregate, long term noise impact. Several studies have been conducted that were aimed at minimizing a cumulative noise metric that aggregates the effects of all aircraft movements to and from the airport for a specified period of time [9][10][11][12] , however, these optimization studies typically relate to resource allocation problems, in which individual aircraft movements are optimally allocated to routes that are selected from a set of available pre-defined routes.…”

Section: Introductionmentioning

confidence: 99%

Development of a Multi-Event Trajectory Optimization Tool for Noise-Optimized Approach Route Design

Braakenburg

Hartjes

Visser

et al. 2011

11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference

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This paper presents preliminary results from an ongoing research effort towards the development of a multi-event trajectory optimization methodology that allows to synthesize RNAV approach routes that minimize a cumulative measure of noise, taking into account the total noise effect aggregated for all inbound flight movements taking place within an operational year. This new development is an extension of a tool called NOISHHH which was developed earlier for the synthesis of single-event noise abatement RNAV trajectories into and out of airports. Although the presented numerical examples pertain to a specific airport in the Netherlands, viz. Rotterdam the Hague airport, this study focuses on the development of a generic methodology that can be applied to any given airport. Initial application of the adapted optimization framework to the design of noise abatement RNAV approach routes at Rotterdam The Hague airport reveals a significant potential for reducing the number of people highly annoyed due to annual noise exposure relative to the existing situation.

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Predicted flight procedures for minimum noise impact

Cited by 21 publications

References 1 publication

Environmental impact reduction of commercial aircraft around airports. Less noise and less fuel consumption

Environmental impact reduction of commercial aircraft around airports. Less noise and less fuel consumption

On Physical Aeroacoustics with Some Implications for Low-Noise Aircraft Design and Airport Operations

Development of a Multi-Event Trajectory Optimization Tool for Noise-Optimized Approach Route Design

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