Gil Felix Greco

Computational models of sufficient quality are indispensable to quantitatively assess aircraft noise reduction measures. Within this study, a multi-level simulation framework is established in order to predict the environmental noise of holding approach procedures by coupling simulation models from three different domains: flight performance calculation employing the base of aircraft data (BADA), jet engine performance using the software Gasturb and aircraft noise simulations based on the software sonAIR. Two different concepts of holding approach procedures are investigated, namely, the vertical holding stack and the linear hold point merge. The study is conducted considering generic air traffic scenarios at a single-runway airport. Thereby, the investigated air traffic is based on a statistical analysis of traffic data at existing airports and thus assumed to be representative. As the aircraft’s noise emission depends on both the aircraft and the engine performance, reliable results can be expected only if all individual challenges and interdependencies are accounted for simultaneously. Addressing this challenge is the main contribution of the presented work. The presented results show the plausibility of the proposed multi-level simulation framework, thus supporting its use to investigate the environmental noise impact of air traffic scenarios.

In this work, the impact of the COVID-19 outbreak on the environmental noise generated by the air traffic at the Hannover Airport, Germany, is assessed. For this purpose, a comparative study of the air traffic noise in the years 2019 and 2020 is conducted by means of publicly available measurement data and computational simulations. Based on environmental noise directives defined by the responsible German authorities, the comparative study is conducted in terms of A-weighted equivalent sound pressure level metrics computed for the six months of the forecast years with the largest number of flights. In comparison with the year of 2019, the measurement data indicates that the LA,eq,day, LA,eq,night, and Lden were reduced in average by 2.4, 4.2, and 3.7 dBA, respectively, in the year 2020. Furthermore, the results based on the computational simulations show that the isocontour areas of the LA,eq,day=60 dBA and LA,eq,night=55 dBA noise protection zones defined by the German federal government were reduced by ≈40.29% and ≈54.08%, respectively, in the year of 2020.

The investigation of technologies that can improve the sustainability of the air transport system requires not only the development of alternative fuel concepts and novel vehicle technologies but also the definition of appropriate assessment strategies. Regarding noise, the assessment should reflect the situation of communities living near airports, i.e., not only addressing sound levels but also accounting for the annoyance caused by aircraft noise. For this purpose, conventional A-weighted sound pressure level metrics provide initial but limited information as the level- and frequency-dependency of the human hearing is accounted for in a simplified manner. Ideally, subjective evaluations are required to adequately quantify the perceived short-term annoyance associated with aircraft noise. However, listening tests are time-consuming and not suitable to be applied during the conceptual aircraft design stage, where a large solution space needs to be explored. Aiming at bridging this gap, this work presents a methodology for the sound quality assessment of computational aircraft noise predictions, which is hereby conducted in terms of objective psychoacoustic metrics. The proposed methodology is applied to a novel medium-range vehicle with fan noise shielding architecture during take-off and landing procedures. The relevance of individual sound sources, i.e., airframe and engine noise contributions, and their dependencies on the aircraft architecture and flight procedures are assessed in terms of loudness, sharpness, and tonality. Moreover, the methodology is steered towards community noise assessment, where the impacts on short-term annoyance brought by the novel aircraft design are analysed. The assessment is based on the modified psychoacoustic annoyance, a metric that provides a quantitative description of human annoyance as a combination of different hearing sensations. The present work is understood as an essential step towards low-annoyance aircraft design.

Aircraft noise is an important cause of annoyance mainly in regions close to airports or military airbases. Civil aircraft data of sound emission, such as Effictive Perceived Noise Level (EPNL), are commonly available to the public however for military aircrafts such data is not easily accessible. Noise emission is commonly quantified in terms of Effective Perceived Noise Level during approach, low altitude overflight and simulated take-off. This study presents the results of the estimation of the EPNL for the AMX-A1 aircraft during approach at Santa Maria's Airbase, in south Brazil. Since there is an University and it's Hospital on the surroundings of the airbase, the approach is the most annoying situation. The measurements were made at the vicinities of the airbase based on the equivalent procedures established by ICAO where calibrated wav signals were recorded and processed leading to results of EPNL of the order of 140 EPNdB. The calculated levels were found to be coherent for military aircrafts and shall be validated with further investigation.

Aircraft noise is an important cause of annoyance mainly in regions close to airports or military airbases. Civil aircraft data of sound emission, such as EPNL, are commonly available to the public; however, for military aircrafts such data are not easily accessible. Noise emission is commonly quantified in terms of Equivalent Perceived Noise Level during approach, low altitude overflight, and simulated take-off. This study presents the results of the estimation of the Equivalent Perceived Noise Level (EPNL) for the AMX-A1 aircraft during approach at Santa Maria's Airbase, in south Brazil. Since there is an University and its Hospital on the surroundings of the airbase, the approach is the most annoying situation. The measurements were made at the vicinities of the airbase based on the equivalent procedures established by ICAO where calibrated wave signals were recorded and processed, leading to results of EPNL of the order of 134 EPNdB. The calculated levels were found to be coherent for military aircrafts and shall be validated with further investigation.