This work includes, among several topics, investigations into emerging noise reduction technologies, noise impacts from new aircraft concepts (e.g. ICAO Current initiatives on Aircraft NoiseĬontinuous work is being conducted by ICAO to ensure the currency of the technical basis underpinning the ICAO Standards, guidance and policies associated with reducing aircraft noise. The goal is to address noise problems on an individual airport basis and to identify the noise-related measures that achieve maximum environmental benefit most cost-effectively using objective and measurable criteria. The Balanced Approach consists of identifying the noise problem at a specific airport and analyzing various measures available to reduce noise through the exploration of various measures which can be classified into four principal elements, described in Figure 1. Detailed guidance on the application of the Balanced Approach is provided in the ICAO Doc 9829, Guidance on the Balanced Approach to Aircraft Noise Management. The main overarching ICAO policy on aircraft noise is the Balanced Approach to Aircraft Noise Management, adopted by the ICAO Assembly in its 33rd Session (2001) and reaffirmed in all the subsequent Assembly Sessions (reference: ICAO Resolution A39-1 Appendix C). Limiting or reducing the number of people affected by significant aircraft noise is therefore one of ICAO's main priorities and one of the Organization's key environmental goals. This is expected to remain the case in most regions of the world for the foreseeable future. LTAG - Long-term global aspirational goalĪircraft noise is the most significant cause of adverse community reaction related to the operation and expansion of airports.
Noise from Emerging Technology Aircraft.Technology Standards (Reduction of noise at source).In recent months, Airbus has increasingly signalled that it view hydrogen propulsion as more promising than all-electric options. The results from this project, and also its evaluation of the smaller Vahana demonstrator last year, are expected to inform the company's plans for an eVTOL prototype aircraft. The project’s objective was to measure how buildings can filter or amplify sound.Īfter some disruption from the Covid-19 crisis, Airbus has resumed flight testing of its CityAirbus technology demonstrator at its Manching facility near Munich in southern Germany. Possible solutions to further lower rotorcraft noise include “improving the Fenestron, working on blade profiles, reducing rotor speed, integrating hybridization, exploring low-sound flight procedures, and inventing very specific solutions for reducing a helicopter’s perceived sound footprint in urban areas,” said Julien Caillet, a sound expert at Airbus Helicopters.Įarlier this year, Airbus Helicopters’ innovation and acoustics teams, supported by France's DGAC civil aviation authority, conducted a study to measure the sound levels of Airbus helicopters as perceived by urban residents to positively influence the design of future eVTOLs. An example of impulsive sound includes the common “blade slap” generated by the intersection of the main blades’ vortex trail with subsequent blades. While the company’s Fenestron tail rotor and Blue Edge main rotor blades can reduce a helicopter’s overall noise signature, Airbus is continuing to explore ways to minimize other variables that can be irritants to the human ear including impulsive, tonal, and high-frequency sounds, as well as the duration of the sound exposure. The European manufacturer feels that achieving acceptable noise levels will be critical to winning public acceptance for future urban air mobility operations. Airbus Helicopters is tapping in-house efforts to reduce helicopter noise with both technology and new operating methods to influence its design work for its planned eVTOL aircraft.
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