For Greener Skies Reducing Environmental Impacts of Aviation (2002) / Chapter Skim
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2. Noise
2. Noise
Pages 15-29
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From page 15... ...
Part 36 of the Federal Aviation Regulations, which defines aircraft certification requirements related to noise, was issued in 1969, and federal legislation aimed at reducing the annoyance associated with aviation noise sources was first enacted in 1972 (Noise Control Act, P.L.92-475~. Since that time, a variety of technological and operational advances have led to a reduction in the average perceived noise from a single aircraft operation of greater than 10 EPN dB (effective perceived noise level in decibels a measure of aircraft noise that is closely linked to levels of human annoyance)
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From page 16... ...
The differences between the noise levels of the various aircraft shown in Figure 2-1 arise from differences in technology level, overall size and weight, and number of engines. Variations due to size and/or weight and number of engines are accounted for in the certification regulations: heavier aircraft with more engines are generally allowed higher noise levels.
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From page 17... ...
17 / 111 11 1 / ~ ° · _~_ 3 g cn ·— C[)
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From page 18... ...
Studies have shown that, on average, a 3-dB increase in noise level does not increase the level of annoyance if the noise lasts for half as long or half the number of noise events occurs. 2For additional information on DNL and the development of noise exposure maps, see section 150.7 and Appendix A of Federal Aviation Regulations Part 150 Airport Noise Compatibility Planning, which is codified in 14 CFR 150 and available online at |
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NOISE FIGURE 2-2 Extent of high-noise areas around San Francisco International Airport, 1998-1999. SOURCE: Fleming, 2001.
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As shown in Figure 2-3, the number of people affected by aircraft noise has significantly decreased over the past 25 years. The large reductions in affected population shown in this figure have resulted primarily from three factors: .
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From page 21... ...
The FAA focuses on assessing noise compatibility, aircraft certification, and regulatory issues, although some development of aircraft noise modeling and assessment tools occurs within the FAA. DoD focuses more directly on issues of noise compatibility around and on military air bases.
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From page 22... ...
. Federal noise abatement activities are funded by the Airport Improvement Program and Passenger Facility Charge Program, using money collected from fees and taxes on passenger airline tickets.
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From page 23... ...
Saint Charles Citizens Against Aircraft Noise North Carolina Ohio Pennsylvania SOURCE: Noise Pollution Clearing House, 2002. nology that will ultimately reduce the total noise produced by aviation.
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60 50 a_ . _ =5 30 IL 20 10 o 1990 1 992 Quiet aircraft technology 1994 1996 1998 Fiscal Year Advanced subsonic technolgy noise reduction element High speed research Advanced technology program FAA subsonic noise reduction research 2000 2002 2004 FIGURE 2-7 Federal investments to reduce source noise (in millions of constant year 2000 dollars)
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From page 25... ...
_ . _ ~ 300~n a 200 100 o AIP · PFC ,:~11~11ll~ 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 Fiscal Year FIGURE 2-8 Federal investments in noise abatement (Airport Improvement Program and Passenger Facility Charge Program expenditures in millions of constant year 2000 dollars)
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From page 26... ...
A slower rate of technological advance will provide more time for noise restrictions to grow, creating additional limitations on airports' ability to expand, longer flight delays, and additional expenditures on noise abatement. Programmatic trends in noise research are illustrated by the fate of NASA's Advanced Subsonic Technology Program.
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From page 27... ...
NASA's limited research portfolio, however, is not well positioned to predict the effects of or respond to changes such as this. 27 TABLE 2-3 Goal, Objectives, and Approaches for Elements of NASA's Quiet Aircraft Technology Program Program goal Develop to TRL 4 those technologies necessary to achieve NASA's 10-year noise reduction goal and identify technologies necessary to achieve the 25-year goal Objectives Challenges Approaches Reduce community noise impact by 5 dB Develop framework to identify technologies for an additional 10 dB reduction Improve source noise models Reduce engine system noise (4 dB)
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From page 28... ...
The Committee on Aeronautics Research and Technology for Environmental Compatibility concludes that federal programs and policies for research and technology aimed at addressing aircraft noise are not sufficient to alleviate aircraft noise as a potentially significant barrier to the growth of aviation. While the noise reduction goals of the federal programs for research and technology development are appropriate, the level of technical activity is insufficient to achieve the goals in the planned time periods and it is likely that noise constraints will continue to impede aviation's growth and contributions to the national economy.
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From page 29... ...
Interagency coordination on aircraft noise research should be enhanced by ensuring that the members of the Federal Interagency Committee for Aircraft Noise have budget authority within their own organizations to implement a coordinated strategy for reducing aviation noise. REFERENCES Boeing.
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