Enhanced Modeling of Aircraft Taxiway Noise, Volume 1: Scoping (2009) / Chapter Skim
Currently Skimming:
Pages 3-27
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 3... ...
3 CHAPTER 2. AIRPORT TAXIING OPERATIONS Taxiing is the controlled movement of the aircraft under its own power on the ground.
|
From page 4... ...
4 will generally involve constant speed in the range 15 to 20 knots with the engine(s) at ground idle thrust, with brief accelerations for time-sensitive movements, such as crossing active runways.
|
From page 5... ...
5 runway capacity. If lateral separation between parallel runways is less than 4,300 feet and IFR conditions exist, capacity is reduced significantly.
|
From page 6... ...
6 Environmental assessment (11, 12) bases Aircraft taxi-times on data obtained from the FAA Aviation System Performance Metrics (ASPM)
|
From page 7... ...
7 segment. Unimpeded aircraft ground times are measured as the un-interrupted time from gate to lift-off for departures, and un-interrupted time from touch-down to gate for arrivals.
|
From page 8... ...
8 In summary, the timing of aircraft in holding queues is affected by a multitude of factors including FAA rules, weather, congestion and capacity. Empirical or modeling data from EDMS and TAAM® and ultimately AEDT are suitable sources for such queuing information.
|
From page 9... ...
9 moving segments those with speeds at or above 1 knot. During these stationary and moving segments average ground speed and thrust parameters were obtained from the FDR data.
|
From page 10... ...
10 TABLE 2 Engine Use for Taxiing Operations Aircraft Average %1eng Standard Dev.%1eng Average %2eng Standard Dev %2eng Average %3eng Standard Dev %3eng Average %4eng Standard Dev %4eng A319 2.40 5.47 97.40 5.68 0.00 0.00 0.00 0.00 A320 3.30 7.62 96.60 7.85 0.00 0.00 0.00 0.00 A321 2.10 3.56 97.80 3.85 0.00 0.00 0.00 0.00 A330 9.60 14.93 90.30 15.12 0.00 0.00 0.00 0.00 A340 1.20 7.25 7.10 15.86 3.20 5.70 88.20 21.51 B757 5.10 5.58 94.70 5.86 0.00 0.00 0.00 0.00 B767 17.10 15.24 82.70 15.38 0.00 0.00 0.00 0.00 B777 7.30 14.01 92.50 14.14 0.00 0.00 0.00 0.00 RJ100 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 RJ85 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 Engine Use - Stationary, Departure Taxi Operations Aircraft Average %1eng Standard Dev.%1eng Average %2eng Standard Dev %2eng Average %3eng Standard Dev %3eng Average %4eng Standard Dev %4eng A319 3.00 15.13 96.90 15.21 0.00 0.00 0.00 0.00 A320 1.10 7.63 98.80 7.77 0.00 0.00 0.00 0.00 A321 0.00 0.00 100.00 0.00 0.00 0.00 0.00 0.00 A330 4.40 19.42 95.50 19.50 0.00 0.00 0.00 0.00 A340 1.00 8.60 1.70 10.36 1.20 10.07 95.90 19.35 B757 1.20 10.87 98.70 10.87 0.00 0.00 0.00 0.00 B767 0.60 5.39 99.30 5.44 0.00 0.00 0.00 0.00 B777 0.00 0.00 100.00 0.00 0.00 0.00 0.00 0.00 RJ100 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 RJ85 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 Engine Use - Stationary, Arrival Taxi Operations Aircraft Average %1eng Standard Dev.%1eng Average %2eng Standard Dev %2eng Average %3eng Standard Dev %3eng Average %4eng Standard Dev %4eng A319 11.20 19.54 88.60 19.41 0.00 0.00 0.00 0.00 A320 9.30 18.39 90.60 18.27 0.00 0.00 0.00 0.00 A321 8.70 16.10 91.10 15.99 0.00 0.00 0.00 0.00 A330 11.30 14.72 88.50 14.75 0.00 0.00 0.00 0.00 A340 1.80 2.98 7.20 8.74 1.40 1.88 89.20 10.83 B757 2.80 4.51 97.10 4.76 0.00 0.00 0.00 0.00 B767 6.60 9.73 93.30 9.90 0.00 0.00 0.00 0.00 B777 10.50 10.87 89.40 10.92 0.00 0.00 0.00 0.00 RJ100 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 RJ85 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 Engine Use - Moving, Departure Taxi Operations Aircraft Average %1eng Standard Dev.%1eng Average %2eng Standard Dev %2eng Average %3eng Standard Dev %3eng Average %4eng Standard Dev %4eng A319 0.40 2.85 99.50 2.99 0.00 0.00 0.00 0.00 A320 1.10 6.28 98.70 6.46 0.00 0.00 0.00 0.00 A321 0.00 0.53 99.90 0.62 0.00 0.00 0.00 0.00 A330 1.70 11.23 98.20 11.36 0.00 0.00 0.00 0.00 A340 0.50 3.05 1.70 10.09 0.10 0.68 97.50 11.04 B757 0.40 3.60 99.50 3.72 0.00 0.00 0.00 0.00 B767 0.50 7.36 99.40 7.36 0.00 0.00 0.00 0.00 B777 0.00 0.18 99.90 0.25 0.00 0.00 0.00 0.00 RJ100 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 RJ85 0.00 0.00 0.00 0.00 0.00 0.00 100.00 0.00 Engine Use - Moving, Arrival Taxi Operations
|
From page 11... ...
11 TABLE 3 Engine Operating Parameters for Taxiing Operations Aircraft Average N1average Standard Dev. N1avg Average %Thrust Standard Dev %Thrust Average EMS Thrust Standard Dev EMS Thrust Average EMS Enhanced Standard Dev EMS Enhanced A319 19.42 1.41 8.41 1.18 1975.24 278.42 1975.24 278.42 A320 19.16 1.29 7.45 1.34 2011.77 361.01 2011.77 361.01 A321 20.06 1.55 6.15 1.15 1843.61 345.29 1843.61 345.29 A330 21.16 3.08 3845.13 2484.18 A340 19.50 4.73 2210.70 1027.83 B757 20.47 1.51 2.68 0.67 1077.75 268.58 1077.75 268.58 B767 23.78 2.66 5.74 1.24 3565.83 772.65 0.00 0.00 B777 19.89 2.30 4.86 0.86 5615.41 989.00 0.00 0.00 RJ100 22.67 1.80 21.70 1.99 1518.85 139.30 0.00 0.00 RJ85 22.32 1.59 21.44 1.71 1500.55 120.04 0.00 0.00 Engine Operating Parameters - Stationary, Departure Taxi Operations Aircraft Average N1average Standard Dev.
|
From page 12... ...
12 2.4. Accelerating Aircraft and Breakaway Thrust A measure of the aircraft acceleration following a hold was obtained by examining flight data recorder information from a major European Airline.
|
From page 13... ...
13 Acceleration Events following a Hold - All Aircraft Maximum thrust (%) as a function of Acceleration Time (sec)
|
From page 14... ...
14 The key acceleration findings are summarized in Table 4. For these same events, the pertinent thrust parameters were obtained.
|
From page 15... ...
15 TABLE 4 Engine Operating Parameters for Taxiing Operations Aircraft Type Arri / Depa Operation Type Avg. Accel Time (s)
|
From page 16... ...
16 "Burst" Acceleration Events following a Hold - All Aircraft Longitudinal Acceleration (g) as a function of Acceleration Time (sec)
|
From page 17... ...
17 "Burst" Acceleration Events following a Hold - All Aircraft Maximum thrust (%) as a function of Acceleration Time (sec)
|
From page 18... ...
18 2.5. CAEP Alternative Emissions Methodology For taxi noise assessments, one critical question is that of the engine thrust setting during idle and taxi conditions.
|
From page 19... ...
19 Figure 9. Recorded idle settings for the B747-400 as a function of % TOGW (18)
|
From page 20... ...
20 Additionally, some information was provided about the variation due to taxiing with less than all engines operating (18)
|
From page 21... ...
21 Figure 13. Ground operations and flight operations compared and combined.
|
From page 22... ...
22 Day (7 am - 11 pm) Night (11 pm - 7 am)
|
From page 23... ...
23 Figure 15. Flight operations, no building shielding.
|
From page 24... ...
24 Figure 17. Flight operations, no building shielding, top 10 contributors.
|
From page 25... ...
25 Figure 19. Series of acoustic simulation SEL (dB)
|
From page 26... ...
26 A measurement project was conducted in 2004 for the US Navy (22) in order to assess the effects of aircraft sound propagation over water.
|
From page 27... ...
27 Figure 20. Over water propagation measurement configuration.
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.