1、Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Cir 317 AT11 36 Effects of PANS-OPS Noise Abatement Departure Procedures on Noise and Gaseous Emissions Approved by the Secret
2、ary General and published under his authority International Civil Aviation Organization Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Published in separate English, Arabic,
3、 Chinese, French, Russian and Spanish editions by the INTERNATIONAL CIVIL AVIATION ORGANIZATION 999 University Street, Montreal, Quebec, Canada H3C 5H7 For ordering information and for a complete listing of sales agents and booksellers, please go to the ICAO website at www.icao.int ICAO Cir 317, Eff
4、ects of PANS-OPS Noise Abatement Departure Procedures on Noise and Gaseous Emissions Order Number: CIR317 ISBN 978-92-9231 -1 37-7 O ICAO 2008 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, without prior pe
5、rmission in writing from the International Civil Aviation Organization. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TABLE OF CONTENTS Page Glossary (v) Chapter 1 . Introd
6、uction . 1 1 . 1 Purpose and scope 1 1.2 Document outline 1 Chapter 2 . Noise abatement departure procedures . 2.1 PANS-OPS guidance 2.2 PANS-OPS examples of noise abatement procedures . 2.3 Procedure development and appraisal of environmental effects . Chapter 3 . Quantification of the effects of n
7、oise abatement departure procedures on noise and gaseous emissions . 3.1 Noise . 3.2 Emissions 3.3 Graphical representation of the noise and emissions data chapter 4 . Departure procedures analysed 4.1 Procedure descriptions 4.2 Comparisons . 4.3 Take-off thrust settings Chapter 5 . Synthesis of the
8、 NADP noise and emissions data : 5.1 Introduction 5.2 Procedure 1 versus Procedure 2 . 5.3 Procedure 1 versus Procedure 3 . 5.4 Procedure 1 versus Procedure 4 . 5.5 Procedure 3 versus Procedure 4 . Chapter 6 . Conclusions . . - Appendix A Results Airbus . - Appendix B Results Boeing . - Appendix C R
9、esults Bombardier . . . Appendix D Results Dassault Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-GLOSSARY DEFINITIONS Adjusted top of climb. The common mission point after
10、 top of climb beyond which the remaining part of the flight is common for a set of compared procedures and a given aircraft. A-weighted sound level. Basic soundlnoise level scale used for measuring environmental noise including that from aircraft. Brake release. The point on the runway from which a
11、departing aircraft commences its take-off. Carbon dioxide. A component of gaseous emissions comprised of one carbon and two oxygen atoms. Close-in zone. The zone underneath the flight path, typically extending from the point of initiation of the noise abatement departure procedure up to the crossove
12、r point. Crossover point. The point underneath the flight path at which the sign of the difference between the noise profiles for two compared departure procedures changes. Cutback. The reduction of engine power from take-off thrust to a lower thrust setting, usually climb thrust. Distant zone. The
13、zone underneath the flight path, typically extending .from the crossover point. Nitrogen oxide. A component of gaseous emissions comprised of a mixture of nitrogen monoxide and nitrogen dioxide. Noise. Unwanted sound. Metrics used in this document, such as A-weighted sound level, convert a sound lev
14、el into a noise level. Noise level. A decibel measure of sound on a scale which indicates its loudness or noisiness. Noise profile. The profile obtained by computing noise levels at regular intervals along the flight track from start of initial climb-out until the point where the aircraft has reache
15、d a given altitude. ABBREVIATIONS AND ACRONYMS AGL 02 dBA ft ICAO ISA KlAS LA LAmax Ib Above ground level Carbon dioxide Decibel A-weighted sound level Feet lnternational Civil Aviation Organization International Standard Atmosphere Knots indicated airspeed A-weighted sound level Maximum A-weighted
16、sound level Pound Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-ICAO Circular 3 1 7-A T/l36 MCLT MTOW NADP NM NOx PANS-OPS Point X SAE SL STD TOGA TOW v2 Maximum climb thru
17、st (engine setting usually selected for climb-out phase) Maximum take-off weight Noise abatement departure procedure Nautical mile Nitrogen oxide Procedures for Air Navigation Services - Operations Adjusted top of climb Society of Automotive Engineers Sea level Standard Take-off go-around (maximum t
18、ake-off thrust setting) Take-off weight Take-off safety speed Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter 1 INTRODUCTION 1.1 PURPOSE AND SCOPE 1.1.1 The purpose o
19、f this document is to provide information to aircraft and aerodrome operators with regard to the selection and development of noise abatement departure procedures designed according to the guidance in PANS-OPS, Volume I, Part I, Section 7, Chapter 3. Quantitative information regarding the effects of
20、 noise abatement departure procedures on noise and gaseous emissions are provided for a limited number of todays commercial transport jet aircraft. 1.1.2 The scope of this document is limited to noise abatement departure procedures that can be operated with aircraft currently in service. 1.1.3 Data
21、are provided for a range of business, regional, narrow-body and wide-body aircraft (see Chapter 5, Table 5-1) based on common assumptions concerning operational parameters (e.g. take-off weight, thrust settings, atmospheric conditions) for the different aircraft categories. 1.1.4 This material is in
22、tended to provide only a general insight into the effects of departure procedures on noise and emissions. The selection of appropriate departure procedures for a given airport and/or fleet mix requires further dedicated study, taking into account particularities such as geographical location and atm
23、ospheric conditions. 1.1.5 The quantitative results and conclusions presented are valid only for the aircraft and conditions included in this study and should not be generalized or extrapolated. 1.1.6 In applying this guidance, users should seek advice from noise and emissions experts. 1.2 DOCUMENT
24、OUTLINE 1.2.1 Chapter 2 summarizes the PANS-OPS noise abatement departure procedures that can be selected by the operator. It also highlights the main parameters relevant to the selection of such procedures with regard to environmental criteria due to their supposed influence on noise and gaseous em
25、issions. 1.2.2 Chapter 3 describes the effects of departure procedures on noise and emissions and the methods and metrics used to quantify those effects. It also explains the graphical representation of that data in the appendices to this circular. 1.2.3 Chapter 4 describes the four variants of nois
26、e abatement departure procedures evaluated in this circular, provides the basis for comparison of those procedures, and common assumptions regarding operational flight parameters. 1.2.4 Chapter 5 provides a synthesis of the NADP noise and emissions data contained in the appendices. Comparisons are m
27、ade of the various departure procedures, and the results are summarized in a series of tables showing the noise and emissions differences per compared procedure. The results per aircraft type are shown in the appendices. Copyright International Civil Aviation Organization Provided by IHS under licen
28、se with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-2 ICAO Circular 3 1 7-A T/136 1.2.5 Chapter 6 summarizes the conclusions that are valid concerning the analysis, in Chapters 2 to 5, of the effects of four variants of departure procedures on noise and emi
29、ssions for eight commercial aircraft. Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter 2 NOISE ABATEMENT DEPARTURE PROCEDURES 2.1 PANS-OPS GUIDANCE 2.1 .I PANS-OPS, Vo
30、lume I, Part I, Section 7, Chapter 3, provides guidance with respect to noise abatement departure procedures. It includes recommendations regarding the conditions in which such procedures can be safely used and the envelope within which the main flight parameters defining the procedure can be safely
31、 adapted for airport noise mitigation. 2.1.2 PANS-OPS also provides two examples of NADP procedures: one to mitigate noise at relatively shorter distances and one to mitigate noise at relatively greater distances from the brake release point (see 2.2). 2.1.3 Furthermore, PANS-OPS states that the num
32、ber of departure procedures developed and used by the operator for a given aircraft should be limited to two, one identified as the normal procedure and the other to be used for noise abatement. Within these constraints, the operator must determine which procedure to select. 2.2 PANS-OPS EXAMPLES OF
33、 NOISE ABATEMENT PROCEDURES 2.2.1 Figures 2-1 and 2-2 (extracted from PANS-OPS, Volume I, Part I, Section 7, Chapter 3) provide a schematic description of NADP 1 and 2 procedures and the zones where these procedures are expected to provide noise abatement (close-in and distant relative to the brake
34、release point, respectively). 2.2.2 As shown in Figures 2-1 and 2-2, the procedures take place between a minimum of 800 ft and a maximum of 3 000 ft AGL, allowing operators to develop specific procedures to suit their local situations. The term used previously in PANS-OPS, ICAO Procedure A, constitu
35、ted a specific procedure within the NADP 1 family; similarly ICAO Procedure B constituted a specific procedure within the NADP 2 family. The flexibility currently provided in the PANS-OPS guidance remains limited to two procedures. 2.3 PROCEDURE DEVELOPMENT AND APPRAISAL OF ENVIRONMENTAL EFFECTS 2.3
36、.1 The PANS-OPS guidance, the main goal of which is to provide recommendations for safe aircraft operations, does not provide quantitative information regarding the zones where the aforementioned procedures provide noise abatement, or the size of the noise differences in those zones. 2.3.2 The selec
37、tion of an appropriate procedure with regard to airport-specific environmental constraints requires the quantification and analysis of the available operational solutions in terms of noise andlor gaseous emissions. The effects of the procedures on the environment depend on the type of aircraft and t
38、he operating conditions. Assessment of the effects on noise as part of procedure development should therefore be based on actual information regarding the airport fleet mix and geographical position of the airport and its runway(s) with regard to noise-sensitive areas. Copyright International Civil
39、Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-4 ICAO Circular 31 7-A T/136 Maintain positive rate of climb. Accelerate smoothly to en-route dimb speed. Retract flapdslats on schedule. Climb at V, + 20 t
40、o 40 kmlh (V, + 10 to20 kt) +- Maintain reduced power Maintain flapslslats in the take-off configuration 240m - (800ft).- +- Initiate power reduction at or above 240 m (800 R) + Take-off thrust V, + 20 to 40 kmlh (V, + 10 to 20 kt) Figure 2-1. Noise abatement take-off climb - Example of a procedure
41、alleviating noise close to the aerodrome (NADP 1) Transition smoothly to en-route climb speed Not before 240 m (800 ft) and whilst maintaining a positive rate of climb accelerate towards V, and reduce power with the initiation of the first flaplslat retraction or when flapslslats are retracted and w
42、hilst maintaining a positive rate climb, reduce power and climb at V, + 20 to 40 kmlh (V, + 10 to 20 kt) +- Take-off thrust V, + 20 to 40 kmlh (V, + 10 to 20 kt) Figure 2-2. Noise abatement take-off climb - Example of a procedure alleviating noise distant from the aerodrome (NADP 2) Copyright Intern
43、ational Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Chapter 3 QUANTIFICATION OF THE EFFECTS OF NOISE ABATEMENT DEPARTURE PROCEDURES ON NOISE AND GASEOUS EMISSIONS 3.1 NOISE 3.1.1 For departure o
44、perations the main noise source is aircraft engines. For a given aircraft and a given atmospheric condition, the noise perceived by an observer positioned on the ground depends mainly on the thrust setting, the height of the aircraft and its speed. The speed of the aircraft affects the duration of t
45、he noise event. 3.1.2 The noise perceived on the ground for a single event can be expressed in terms of maximum-level metrics and in terms of total noise exposure metrics. The maximum-level metrics consider only the peak noise level registered during a noise event. Exposure metrics quantify the tota
46、l amount of noise during the relevant part of the noise event. Whereas the maximum level corresponds to a certain time and the position of the aircraft, the exposure level corresponds to noise emitted during a part of the aircrafts departure. 3.1.3 The noise underneath the flight path is critical fo
47、r the assessment of noise produced by the different departure procedures. For this study, noise levels were computed at regular intervals along the track from start of initial climb-out until the point where the aircraft reached 10 000 ft AGL, resulting in so-called “noise profiles“. 3.1.4 Establish
48、ing a relationship between the development of maximum noise levels below the flight path and events along the flight path (e.g. thrust cutback or transition from climb to acceleration) is relatively straightforward. For exposure-based metrics, this is more difficult due to the integration of noise over a time interval during which several changes in aircraft state and climb performance can occur. For analysis of the procedures in this document, the maximum A-weighted noise level is considered. 3.1.5 Flight profiles were computed using aeroplane manufacturer in-house performance engineering so
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