Fig. 1.
Noise exposure was reduced by two-thirds between 2019 & 2020, and may stay below pre-COVID levels [2].
Fig. 2.
Projected numbers of people highly annoyed by transport noise, by noise band and transport source, in the EU-27 under conservative and optimistic scenarios for 2030 by EEA // https://www.eea.europa.eu/data-and-maps/figures/projected-distribution-of-people-highly
Fig. 3.
The study methodology and the connection with ECAC Doc 29.
Fig. 4.
Comparison of two noise zoning strategies based on LAmax: solid red for AIP track; dotted grey for real ADS-B tracks, black for runway, green for LAmax=75 dBA, blue for LAmax=80 dBA, UKDD.
Fig. 5.
Noise zoning, measurements, and ADS-B tracking at the vicinity of UKMM: (a) noise zoning (LAmax) based on AIP nominal tracks and measurement points (red dots); (b) real track dispersion during summer 2021.
Fig. 6.
Deviation between measurement results (blue) and modeling results (red).
Fig. 7.
Track dispersion (white lines) during descent and arrival procedures, typical for city airports; 70–85 dBA are LAmax noise levels.
Fig. 8.
Dispersion of vertical profiles during takeoff (a) and approach (b), turboprop aircraft (UKKK, 2021).
Fig. 9.
Example of NPDs correction (A321) – source for original data: EASA website.
Table 1.
Comparison of measured and modeled data on the example of A321 (N=65, averaged measured data for approach MP2 and departure MP4).
| POINT | Modelled data | Measured data | Difference | Correction | Difference (corr) |
|---|---|---|---|---|---|
| LAmax, dBA | |||||
| MP2 | 89.4 | 95.2 | −5.8 | 91.8 | −3.4 |
| MP4 | 84.2 | 88.0 | −3.8 | 85.6 | −2.4 |
| SEL, dBA | |||||
| MP2 | 94.4 | 96.7 | −2.3 | 95.1 | −1.6 |
| MP4 | 91.1 | 90.9 | 0.2 | 90.9 | 0.0 |
Table 2.
Noise abatement procedures and implementation restrictions [11].
| Category of procedure | Procedures | Implementation restrictions | ||
|---|---|---|---|---|
| Capacity | Airport configuration and residential areas | Environmental tradeoffs | ||
| Noise abatement flight procedures | CDA | + | ||
| NADPs | + | + | + | |
| Modified approach angles | + | |||
| Staggered, or displaced landing thresholds | + | + | ||
| Low power/low drag approach profile | + | |||
| Minimum use of reverse thrust after landing | + | |||
| Spatial management | Noise preferred arrival and departure routes | + | + | + |
| Flight track dispersion or concentration | + | + | + | |
| Noise preferred runways | + | + | + | |
| Ground management | Hush houses and engine run up management (location/aircraft orientation, time of day, maximum thrust level) | + | + | |
| APU management | + | + | + | |
| Taxi and queue management | + | + | ||
| Towing | + | |||
| Taxi power control (taxi with less than all engines operating) | + | |||
Table 3.
Changes in the Areas of Equal Noise Contours in the Vicinity of the Airport for Different Operational Scenarios.
| Contour Level (LAeq, dBA) | Scenario 0 [sq km] | Scenario 1 [sq km] | Change 0→1 [%] |
|---|---|---|---|
| 55 | 351.58 | 318.45 | −9.43 |
| 65 | 91.78 | 83.92 | −8.56 |
| 75 | 13.70 | 13.62 | −0.58 |
| 85 | 2.30 | 2.37 | +3.04 |
Fig. 10.
Vertical dispersion during A321 departure stage (2021, UKBP), k = 1…5 (a); noise modeling results LAeq = 55 dBA for scenario 0 (blue contour) and scenario 1 (green contour), 1–3 – control points (b).
Table 4.
Modeling results: optimal distribution T (scenario 1) aircraft types, vertical profiles and tracks during the landing phase compared to scenario 0.
| Aircraft Type (i) | Route (j) | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 |
|---|---|---|---|---|---|---|---|---|---|
| 1, B 738 | k=1/2/3/4/5 | 10/0/0/0/0 | 7/1/1/1/1 | 8/1/1/1/1 | 5/1/1/0/1 | 5/1/1/0/1 | 7/1/1/1/1 | 8/1/1/1/1 | 6/1/1/0/1 |
| 2, B 773 | k=1/2/3/4/5 | 10/0/0/0/0 | 8/1/1/1/1 | 8/1/1/1/1 | 5/1/1/0/1 | 5/1/1/0/1 | 8/1/1/1/1 | 8/1/1/1/1 | 5/1/1/0/1 |
| 3, A 321 | k=1/2/3/4/5 | 10/0/0/0/0 | 8/1/1/1/1 | 8/1/1/1/1 | 5/1/1/0/1 | 5/1/1/0/1 | 8/1/1/1/1 | 8/1/1/1/1 | 5/1/1/0/1 |
| 4, A 330 | k=1/2/3/4/5 | 10/0/0/0/0 | 9/1/1/1/1 | 9/1/1/1/1 | 4/1/1/0/1 | 4/1/1/0/1 | 9/1/1/1/1 | 9/1/1/1/1 | 4/1/1/0/1 |
| 5, A 340 | k=1/2/3/4/5 | 10/0/0/0/0 | 9/1/1/1/1 | 9/1/1/1/1 | 3/1/1/0/1 | 3/1/1/0/1 | 9/1/1/1/1 | 9/1/1/1/1 | 4/1/1/0/1 |