ICAO CIRCULAR 205-1988 Recommended Method for Computing Noise Contours Around Airports - 1988《计算机场附近的噪声等值线的建议方法-1988》.pdf

1、I C ICA0 CIRCULAR*205 * W 484343b 0004347 073 W CIRCULAR 205-AN/1/25 C.A 0. IRCULAR 1988 RECOMMENDED METHOD FOR COMPUTING NOISE CONTOURS AROUND AIRPORTS Approved by the Secretary General and published under his authority INTERNATIONAI CIVIL AVIATION ORGANIZATION MONTREAL o CANADA COPYRIGHT Internati

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6、e, Bote postale 2356, Dakar. Spain. Pilots, Suministros Aeronuticos, S.A., C/Ulises, 5-Oficina Nm. 2, 28043 Madrid. Thailand. ICAO Representative, Asia and Pacific Office, P.O. Box 614, Bangkok. United Kingdom. Civil Aviation Authority, Printing and Publications Services, 16 Hassan Sabri, Zamalek, C

7、airo. 92522 Neuilly-sur-Seine (Cedex). or 17 Park Street, Calcutta. Minato-Ku, Tokyo. Accommodation, P.O. Box 46294 Nairobi. Apartado postal 5-377, C.P. 11590, Mxico 5, D.F. Greville House, 37 Gratton Road, Cheltenham, Glos., GLSO 2BN. Do you receive the ICAO BULLETIN? The ICAO Bulletin contains a c

8、oncise account of the activities of the Organization as well as articles of interest to the aeronautical world. The Bulletin will also keep you up to date on the latest ICAO publications, their contents, amendments, supplements, corrigenda and prices. Available in three separate editions: English, F

9、rench and Spanish. Annual subscription: U.S.$20.00 (surface mail); U.S.$25.00 (air mail). COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICA0 CIRCULARt205 tt W 484L4Lb 0004349 944 W Foreword The material for this circular was developed by the Committee on

10、 Aviation Environmental Protection at its first meeting held in Montreal in June 1986. It is intended to assist States in the computation of noise contours around airports. The scope of this circular is explained in Chapter 2. The issuance of this circular was approved by the Council on 11 March 198

11、7. Comments on the contents of this circular, particularly with respect to its application and usefulness, would be appreciated from all States. These comments will be taken into account in the preparation of subsequent editions. Comments concerning this document should be addressed to: The Secretar

12、y General International Civil Aviation Organization loo0 Sherbrooke Street West Suite 400 CANADA H3A 2R2 - Montreal, Quebec COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICAO CIRCULAR*205 t* = 4i3414Lb 0004L50 bbb Table of Contents Chapter 1. Introductio

13、n . . . , . . . . . . . . . . . . . , . . . . . . . Chapter 2. Scope . Chapter 3. Explanation of terms and symbols. . . . 3.1 Definitions of terms . . . . . . . . . . . . . . . . . . . . . . . 3.2 Synibols Chapter 4. Calculation of contours . . . . . . . . . . . . . . . 4.1 Summary and applicability

14、 of the method . . . . 4.2 Input information requirements . . . . . . . . . . . . . 4.3 Noise from individual aeroplane movements Chapter 5. Aeroplane noise and performance data. . 5. I Noise-power-distance data . . . , . . . . . . . . . . . . . . 5.2 Performance data . . . . . . . . . . . . . . . .

15、 . . . . . . . . . Chapter 6. Calculation of noise from individual aeroplane movements . . . . . . . . . . . . . . . . . . . . . . . . . 6.1 Calculation grid . . . . . . . . . . . . . . . . . . . . . . . . . 6.2 Modelling of lateral dispersion across nominal ground tracks. . . . . . . . . . . . . .

16、. . . . . . . . . . . . . Page 1 2 3 3 3 6 6 6 7 8 8 12 14 14 15 6.3 Determination of the shortest distance to the flight path . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4 interpolation of the noise-power-distance data 6.5 Correction to the sound exposure level for aeroplane speed . .

17、 . . . . . . . . . . . . . . . . . . . . . . . 6.6 Lateral attenuation . . . . . . . . . . . . . . . . . . . . . . . . 6.7 Noise during the take-off roll . . . . . . . . . . . . . 6.8 Correction to the sound exposure level at an observation point opposite a turn in the aeroplane flight track . . . .

18、 . . . . . . . . . . . . . . . . Appendices A. Noise indices in use in ICAO Contracting States B. Approximate methods for determining Effective Perceived Noise Level (EPNL). . . . . . . . . . . . . . . C. Equations for performance calculations. . . . . . . . . D. Graphic method for correcting the so

19、und exposure level near turns in the flight track . . . Page 15 15 19 20 22 24 26 (iii) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICA0 CIRCULARt205 tt 484141b 0004151 5T2 Chapter 1 Introduction 1.1 The noise at points on the ground from aeroplanes fl

20、ying into and out of a nearby airport depends on a number of factors. Principal among these are the types of aeroplanes and their powerplants; the power, flap and airspeed management procedures used on the aeroplanes themselves; the distances from the points concerned to the various flight paths; an

21、d local topography and weather, affecting sound propagation. Airport operations generally include different types of aeroplanes, various flight procedures and a range of operational masses. Because of the large quantity of aeroplane-specific data and airport operational information that would be req

22、uired to compute the noise of each individual operation, it is customary in airport noise studies to make certain simplifications, leading to estimates of noise index values which are averages over long periods of time, typically several months. Calculations are usually repeated at each of a series

23、of points around the airport and then interpolations are made to trace lines of equal noise index values (noise “contours”) which are used for study purposes. 1.2 In view of the large number of variables involved and the simplifications usually made in the calculations, it is desirable to recommend

24、a single procedure for computing airport noise contours. The aim of this document is to provide an outline for such a recommended method, identifying the major aspects and supplying specifications in respect of each. An explanation of terms is given, covering those terms where confusion might arise.

25、 A complication is that the calculation method has to allow for the use of different noise descriptors as bases for national noise indices. Given this proviso, the method of calculation described should allow States to com- pute noise contours which are consistent with one another. 1.3 There are a n

26、umber of noise-generating activities on operational airports which are excluded from the calculation procedures given here. These include use of thrust reversai by landing aeroplanes, taxiing, engine testing and use of auxiliary power-units. In practice, the effects of these activities are unlikely

27、to affect the noise contours in regions beyond the airport boundary. I COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesChapter 2 Scope This circular describei the major aqxctk of the caldation of noise contours for air traffic at an airport. It is primaril

28、y intended to be applied to civil. commercial airports. where the aeroplanes in operation are mostly either jet-engine powered or propeller-driven heaby types. If appropriate noise and performance data are available for propeller-driven light aeroplanes. these may also be included in !he evaluation.

29、 Where the noise impact dcribex mostly from helicopters. however, this document i5 net applicable - the operational patterns for such aircraft often differ markedly from those covered here and the aircraft themwlva have different noise directivity pattern5 from the other type. ICA0 CIRCULAR*205 * YB

30、Y5YLb OOOYLSZ Y39 2 COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICA0 CIRCULAR*205 8% 484343b 0004353 375 Chapter 3 Explanation of Terms and Symbols 3.1 DEFINITIONS OF TERMS Basic noise and performance data. The data for different aeroplane types, inclu

31、ding measurements where these have been made, extrapolations where necessary and a statement of the quality of the data. Estimates have to be given for projected new aeroplane types. Extra noise attenuation (lateral attenuation). Additional attenuation of noise in propagation away from the aeroplane

32、, over and above that included in the noise-power-distance data, deriving from all the effects of non-ideal conditions. The causes include absorption of sound in transmission over a partially absorptive surface and source installation effects. Flight path. The path of an aeroplane through the air, d

33、efined in three dimensions, usually with reference to an origin at the start of take-off roll or at the landing threshold. Flightprofile. The elevation of the flight path, showing the variation of aeroplane height along the groind track. Flight track (or ground track). The vertical projection of the

34、 flight path onto the ground plane. Format of aeroplane noise and performance data. The framework or skeleton according to which data are to be derived and presented. Noise conour. A line of constant value of a noise index around an airport, due to the noise of a traffic mix of aeroplanes under norm

35、al operating conditions and using normal flight paths. Noise descriptor. A quantity used to represent the noise of a single “event”, such as an aeroplane fly-past, as experienced by an observer. There are two ways commonly used to quantify the noise of the single event: either the maximum level is a

36、ssumed, or the sound pressure levels from instant to 3 instant during the course of the event are combined, with time, to give a measure of the total sound energy. Noise index. An expression used to rate noise in terms of subjective annoyance over a defined period of time; an index can incorporate w

37、eightings of the single-event levels according to the time of day or night at which they occur and/or a weighting of the number of events occurring within the time period. The time limits and weightings are chosen to conform with public opinion, as determined from surveys. Noise-power-distance data.

38、 Noise levels over a range of distances from the aeroplane, for each of a number of engine power settings. The levels include allowance for the effects of sound attenuation due to spherical wave spreading (inverse- square law) and atmospheric absorption. The distance parameter is defined by the perp

39、endicular distance to the aeroplane flight path (sometimes termed the slant distance or the slant range). Noise LA LArnax LAE L 3.2 SYMBOLS A-weighted sound pressure level maximum value of LA sound exposure level or LAE, under conditions identified by means of a subscript (see Chapter 6) 1/3-octave

40、band sound pressure level sound pressure time overground lateral attenuation air-to-ground lateral attenuation COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICA0 CIRCULAR*205 * W LiLilLilb OOOYlSY 205 4 Recommended Method for Computing Noise Conrours aro

41、und Airports Aeroplane performance P Q R XN XN Y RC W M V V Lw f- fw s h R hP Atmosphere ISA T P e e d O take-off coefficient flight speed coefficient climb/descent coefficient net thrust, all engines net thrust averaged over segment climb angle rate of climb aeroplane weight aeroplane mass aeroplan

42、e speed aeroplane speed averaged over segment wind velocity (head wind positive) acceleration factor wind factor horizontal distance over a flight path segment aeroplane height gravitational acceleration pressure-altitude International Standard Atmosphere ambient air temperature ambient air pressure

43、 ambient air density TI To PlPo Q/Qri also die) Engine noise-related thrust parameters Et thrustlnoise constant 4 flight speed coefficient % altitude coefficient Engine indicators EIS EPR EPD Su bscripis L T r R .Pl P eL FR TO TA S E.4 s temperature coefficient propeller tip rotational Mach number c

44、oefficient noise constant thrust coefficient speed-altitude coefficient second order engine speed coefficient representation for parameters XYld, Ng6, SHP/d al al v) O - .- -L - Define LAmm and LAEr Extrapolate 1/3-octave band levels for LAmax and add.7.5 dB/distance decade to LAEr for LA, I L -. Me

45、asurement distance I Slant distance Figure 5-3. Development of noise-versus-distance data from Type 2 measurements (attenuation rates from Table 5-1 throughout) COPYRIGHT International Civil Aviation OrganizationLicensed by Information Handling ServicesICAO CIRCULARt205 tt W LiBYL4Lb OOOYLbt! 388 W

46、12 Recommended Method for Compuring Noise Conrours around Airports where average Iocal conditions fall outside the noted envelope, it is suggested that the relevant aeroplane manufacturers be consulted. 5.2 PERFORMANCE DATA 5.2.1 Form of presentation Aeroplane flight profiles are required in order t

47、o allow the determination of slant distances from the observation points to the flight paths. The variations of engine thrust, or other noise-related thrust parameter, and aeroplane speed along the flight path are also required (see 5.1). The slant distances and thrusts are then used for entry into

48、and interpolation of the noise-power-distance data. For purposes of noise contour computations, take-off and approach flight paths are assumed to be represented by a series of straight-line segments. as illustrated in Figure 5-4. The ground tracks of the aeroplane are also represented by straight-li

49、ne segments and arcs of circles. Flight profiles, engine thrusts and aeroplane flight speeds might be supplied directly for an aeroplane type undergoing Y reference flight procedures (see 5.2.2). Then, for operations at an airport where the actual procedures in use are unknown, these reference procedures can be assumed. The information for other procedures known to be used, or for different operating conditions of the aeroplane, can be calculated using aerodynamic and thrust equations. The equations contain coefficients and constants which should also b