Aircraft Source Noise Measurement Studies Summary of Measurements, Data and Analysis

2.5 Piper PA-42 Cheyenne III .............................................................................................. 7 2.6 Bell 407 .......................................................................................................................... 8 2.7 Robinson R44 Raven ...................................................................................................... 9 2.8 Schweizer 300C ............................................................................................................ 10 3 MEASUREMENT SITES ............................................................................................ 11 3.1 Fitchburg Municipal Airport ........................................................................................ 11 3.2 Needles Airport ............................................................................................................ 12 3.3 Crisfield Municipal Airport .......................................................................................... 13 4 INSTRUMENTATION ................................................................................................ 15 4.1 Acoustic System ........................................................................................................... 15 4.2 Aircraft Tracking Systems............................................................................................ 17 4.2.1 Differential Global Positioning System ................................................. 17 4.2.2 Video Camera Systems .......................................................................... 20 4.3 Meteorological System ................................................................................................. 20 5 MEASUREMENT SETUP .......................................................................................... 23 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division vi 5.1 Dynamic Operations ..................................................................................................... 23 5.2 Static Operations .......................................................................................................... 25 6 MEASUREMENT PROCEDURES............................................................................. 29 6.1 Acoustic Observers and Technicians ........................................................................... 29 6.1.1 Deployment ............................................................................................ 29 6.1.2 During an Event ..................................................................................... 29 6.1.3 End of Measurement Day ...................................................................... 30 6.2 Test Director ................................................................................................................. 30 6.2.1 Deployment ............................................................................................ 30 6.2.2 During an Event ..................................................................................... 30 6.2.3 End of Measurement Day ...................................................................... 30 6.3 TSPI System Operator .................................................................................................. 31 6.3.1 Deployment ............................................................................................ 31 6.3.2 During an Event ..................................................................................... 31 6.3.3 End of Measurement Day ...................................................................... 31 6.4 Quality Assurance ........................................................................................................ 31 6.4.1 Calibration.............................................................................................. 31 6.4.2 Time of Day ........................................................................................... 31 6.4.3 External Contamination ......................................................................... 32 6.4.4 Test Aircraft TSPI .................................................................................. 32 7 SUMMARY OF MEASURED DATA ........................................................................ 33 7.1 Test Series Descriptions ............................................................................................... 33 7.1.1 Dynamic Operations .............................................................................. 33 7.1.2 Static Operations .................................................................................... 35 7.2 Summary of Events Collected ...................................................................................... 37 8 DATA PROCESSING AND NOISE MODEL DATA DEVELOPMENT ................. 39 8.1 Noise Metrics ............................................................................................................... 39 8.2 Data Development Methodology ................................................................................. 39 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division vii 8.2.1 Volpe Center Data Processing Software ................................................ 40 8.3 Noise-Power-Distance Curves ..................................................................................... 44 8.4 Helicopter Static Operation Directivity Patterns .......................................................... 44 8.5 Spectral Classes ............................................................................................................ 44 8.6 Blade Tip Mach Corrections for Helicopters ............................................................... 45 9 RESULTS ..................................................................................................................... 47 APPENDIX A: INM DATA ........................................................................................................ 49 A.1 General Calculations for INM Aircraft Data Submittal Forms .................................... 49 A.1.1 Calculation of Performance Parameters................................................. 49 A.1.2 Aerodynamic Parameters ....................................................................... 50 A.1.3 Departure and Approach Parameters ..................................................... 51 A.2 Cessna 182 Skylane ...................................................................................................... 51 A.2.1 Aerodynamic Coefficients (B, C, D) ..................................................... 52 A.2.1.1 Departure............................................................................................... 52 A.2.1.2 Approach ............................................................................................... 52 A.2.2 Aerodynamic Coefficients (R) ............................................................... 53 A.2.2.1 Departure............................................................................................... 53 A.2.2.2 Approach ............................................................................................... 53 A.2.2.3 Normal Cruise ....................................................................................... 54 A.2.2.4 Tour Cruise ........................................................................................... 56 A.3 Dornier 328-100 ........................................................................................................... 57 A.3.1 Aerodynamic Coefficients (B, C, D) ..................................................... 59 A.3.1.1 Departures ............................................................................................. 59 A.3.1.2 Approach ............................................................................................... 60 A.3.2 Aerodynamic Coefficients (R) ............................................................... 60 A.3.2.1 Departure............................................................................................... 60 A.3.2.2 Cruise .................................................................................................... 62 A.3.2.3 Approach ............................................................................................... 62 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division viii A.4 INM Submittal Forms .................................................................................................. 62 A.4.1 Fixed Wing Aircraft ............................................................................... 63 A.4.1.1 Cessna 182 Skylane .............................................................................. 63 A.4.1.2 Cessna 208B Grand Caravan ................................................................ 65 A.4.1.3 Dornier 228 ........................................................................................... 68 A.4.1.4 Dornier 328 ........................................................................................... 69 A.4.1.5 Piper PA-42 Cheyenne III ..................................................................... 71 A.4.2 Rotary Wing Aircraft ............................................................................. 73 A.4.2.1 Bell 407 ................................................................................................. 73 A.4.2.2 Robinson R44 Raven ............................................................................ 74 A.4.2.3 Schweizer 300C .................................................................................... 76 APPENDIX B: STUDY LIST OF SERVICE CONTACTS ....................................................... 79 APPENDIX C: METEOROLOGICAL DATA ........................................................................... 81 C.1 Cessna 182 Skylane ...................................................................................................... 82 C.2 Cessna 208B Grand Caravan ........................................................................................ 83 C.3 Dornier 228................................................................................................................... 84 C.4 Dornier 328................................................................................................................... 84 C.5 Piper PA-42 Cheyenne III ............................................................................................ 86 C.6 Bell 407 ........................................................................................................................ 87 C.7 Robinson R44 ............................................................................................................... 89 C.8 Schweizer 300C ............................................................................................................ 90 APPENDIX D: TIME-SPACE-POSITION INFORMATION (TSPI) ........................................ 91 D.1 Cessna 182 Skylane ...................................................................................................... 92 D.2 Cessna 208B Grand Caravan ........................................................................................ 93 D.3 Dornier 228................................................................................................................... 94 D.4 Dornier 328................................................................................................................... 95 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division ix D.5 Piper PA-42 Cheyenne III ............................................................................................ 96 D.6 Bell 407 ........................................................................................................................ 97 D.7 Robinson R44 ............................................................................................................... 98 D.8 Schweizer 300C ............................................................................................................ 99 APPENDIX E: AIRCRAFT NOISE-POWER-DISTANCE TABLES ...................................... 101 E.1 Dynamic Operations Noise-Power-Distance Tables .................................................. 102 E.1.1 Cessna 182 Skylane ............................................................................. 102 E.1.2 Cessna 208B Grand Caravan ............................................................... 106 E.1.3 Dornier 228 .......................................................................................... 110 E.1.4 Dornier 328 .......................................................................................... 114 E.1.5 Piper PA-42 Cheyenne III.................................................................... 118 E.1.6 Bell 407 ................................................................................................ 122 E.1.7 Robinson R44....................................................................................... 126 E.1.7 Schweizer 300c .................................................................................... 130 E.2 LAE NPD Plots ............................................................................................................ 134 E.2.1 Cessna 182 Skylane ............................................................................. 134 E.2.2 Cessna 208B Grand Caravan ............................................................... 138 E.2.3 Dornier 228 .......................................................................................... 141 E.2.4 Dornier 328 .......................................................................................... 144 E.2.5 Piper PA-42 Cheyenne III.................................................................... 147 E.2.6 Bell 407 ................................................................................................ 150 E.2.7 Robinson R44....................................................................................... 156 E.2.7 Schweizer 300C ................................................................................... 160 E.3 Helicopter Hover Sound Level Data Tables............................................................... 166 E.3.1 Hover In-Ground Effect Data .............................................................. 166 E.3.1.1 Hover Noise-Power-Distance Curves ................................................. 166 E.3.1.2 Directivity Data ................................................................................... 167 E.3.2 Hover Out-of-Ground Effect Data ....................................................... 170 E.3.2.1 Hover Noise-Power-Distance Curves ................................................. 170 E.3.2.2 Directivity Data ................................................................................... 172 E.4 Helicopter Idle Data ................................................................................................... 175 APPENDIX F: SPECTRAL CLASS PROCESSING INFORMATION .................................. 185 F.1 Cessna 182 ........................................................................................... 187 F.2 Cessna 208B......................................................................................... 190 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division x F.3 Dornier 228 .......................................................................................... 193 F.4 Dornier 328 .......................................................................................... 196 F.5 Piper PA-42 .......................................................................................... 198 F.6 Bell 407 ................................................................................................ 200 F.7 Robinson R44....................................................................................... 205 F.8 Schweizer 300C ................................................................................... 209 APPENDIX G: ACRONYMS AND ABBREVIATIONS ........................................................ 215 REFERENCES ........................................................................................................................... 217 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xi List of Figures Figure 1. Cessna 182 Skylane........................................................................................................ 3 Figure 2. Cessna 208B Grand Caravan.......................................................................................... 4 Figure 3. Dornier 228-202 ............................................................................................................. 5 Figure 4. Dornier 328-100 ............................................................................................................. 6 Figure 5. Piper PA-42 Cheyenne III .............................................................................................. 7 Figure 6. Bell 407 .......................................................................................................................... 8 Figure 7. Robinson R44 Raven...................................................................................................... 9 Figure 8. Schweizer 300C............................................................................................................ 10 Figure 9. Aerial View of FIT ....................................................................................................... 12 Figure 10. Aerial View of EED ................................................................................................... 13 Figure 11. Aerial View of W41 ................................................................................................... 14 Figure 12. Acoustic Instrumentation Setup ................................................................................. 16 Figure 13. DGPS Base Station Setup........................................................................................... 18 Figure 14. DGPS Rover Unit Setup............................................................................................. 19 Figure 15. Meteorological Instrumentation Setup ....................................................................... 20 Figure 16. Plan View of a Dynamic Operations Setup................................................................ 24 Figure 17. Profile View of a Dynamic Operations Setup ............................................................ 25 Figure 18. Plan View of a Static Operations Setup ..................................................................... 26 Figure 19. Profile View of a Static Operations Setup.................................................................. 26 Figure 20. Helicopter Static Operations Sweep Pattern............................................................... 37 Figure 21. Overview of the MiniFAR Process ............................................................................ 41 Figure 22. MiniFAR User's Display ............................................................................................ 42 Figure 23. LCorrect Process ........................................................................................................ 43 Figure 24. Dornier Takeoff Performance Data ............................................................................ 60 Figure 25. Representation of SAE Equation A10 terms .............................................................. 61 Figure 26. Aircraft Descent Angle Geometry.............................................................................. 91 Figure 27. Cessna 182 100 Series LA E Data (Ref. Spd. = 160 kts.)........................................... 134 Figure 28. Cessna 182 200 Series LA E Data (Ref. Spd. = 160 kts)............................................ 135 Figure 29. Cessna 182 300 Series LA E Data (Ref. Spd. = 160 kts)............................................ 135 Figure 30. Cessna 182 400 Series LA E Data (Ref. Spd. = 160 kts)............................................ 136 Figure 31. Cessna 182 500 Series LA E Data (Ref. Spd. = 160 kts)............................................ 136 Figure 32. Cessna 182 600 Series LA E Data (Ref. Spd. = 160 kts)............................................ 137 Figure 33. Cessna 208B 100 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 138 Figure 34. Cessna 208B 200 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 138 Figure 35. Cessna 208B 300 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 139 Figure 36. Cessna 208B 400 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 139 Figure 37. Cessna 208B 500 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 140 Figure 38. Cessna 208B 600 Series LA E Data (Ref. Spd. = 160 kts) ........................................ 140 Figure 39. Dornier 228 100 Series LA E Data (Ref. Spd. = 160 kts)........................................... 141 Figure 40. Dornier 228 200 Series LA E Data (Ref. Spd. = 160 kts)........................................... 141 Figure 41. Dornier 228 300 Series LA E Data (Ref. Spd. = 160 kts)........................................... 142 Figure 42. Dornier 228 400 Series LA E Data (Ref. Spd. = 160 kts)........................................... 142 Figure 43. Dornier 228 500 Series LA E Data (Ref. Spd. = 160 kts)........................................... 143 Figure 44. Dornier 228 600 Series LA E Data (Ref. Spd. = 160 kts)........................................... 143 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xii Figure 45. Dornier 328 100 Series LA E Data (Ref. Spd. = 160 kts)........................................... 144 Figure 46. Dornier 328 300 Series LA E Data (Ref. Spd. = 160 kts)........................................... 145 Figure 47. Dornier 328 400 Series LA E Data (Ref. Spd. = 160 kts)........................................... 145 Figure 48. Dornier 328 500 Series LA E Data (Ref. Spd. = 160 kts)........................................... 146 Figure 49. Dornier 328 600 Series LA E Data (Ref. Spd. = 160 kts)........................................... 146 Figure 50. Piper PA-42 100 Series LA E Data (Ref. Spd. = 160 kts) .......................................... 147 Figure 51. Piper PA-42 200 Series LA E Data (Ref. Spd. = 160 kts) .......................................... 148 Figure 52. Piper PA-42 300 Series LA E Data (Ref. Spd. = 160 kts) .......................................... 148 Figure 53. Piper PA-42 600 Series LA E Data (Ref. Spd. = 160 kts) .......................................... 149 Figure 54. Bell 407 100 Series LA E Data (Ref. Spd. = 94 kts) .................................................. 150 Figure 55. Bell 407 200 Series LA E Data (Ref. Spd. = 133 kts) ................................................ 151 Figure 56. Bell 407 300 Series LA E Data (Ref. Spd. = 80 kts) .................................................. 151 Figure 57. Bell 407 400 Series LA E Data (Ref. Spd. = 76 kts) .................................................. 152 Figure 58. Bell 407 500 Series LA E Data (Ref. Spd. = 65 kts) .................................................. 152 Figure 59. Bell 407 700 Series LA E Data (Ref. Spd. = 61 kts) .................................................. 153 Figure 60. Bell 407 800 Series LA E Data (Ref. Spd. = 36 kts) .................................................. 153 Figure 61. Bell 407 900 Series LA E Data (Ref. Spd. = 21 kts) .................................................. 154 Figure 62. Bell 407 1000 Series LA E Data (Ref. Spd. = 109 kts) .............................................. 154 Figure 63. Bell 407 1100 Series LA E Data (Ref. Spd. = 98 kts) ................................................ 155 Figure 64. Robinson R44 100 Series LA E Data (Ref. Spd. = 83 kts) ......................................... 156 Figure 65. Robinson R44 200 Series LA E Data (Ref. Spd. = 104 kts) ....................................... 157 Figure 66. Robinson R44 300 Series LA E Data (Ref. Spd. = 67 kts) ......................................... 157 Figure 67. Robinson R44 500 Series LA E Data (Ref. Spd. = 66 kts) ......................................... 158 Figure 68. Robinson R44 600 Series LA E Data (Ref. Spd. = 47 kts) ......................................... 158 Figure 69. Robinson R44 700 Series LA E Data (Ref. Spd. = 68 kts) ......................................... 159 Figure 70. Robinson R44 800 Series LA E Data (Ref. Spd. = 64 kts) ......................................... 159 Figure 71. Schweizer 300C 100 Series LA E Data (Ref. Spd. = 55 kts)...................................... 160 Figure 72. Schweizer 300C 200 Series LA E Data (Ref. Spd. = 73 kts)...................................... 161 Figure 73. Schweizer 300C 300 Series LA E Data (Ref. Spd. = 39 kts)...................................... 161 Figure 74. Schweizer 300C 400 Series LA E Data (Ref. Spd. = 42 kts)...................................... 162 Figure 75. Schweizer 300C 500 Series LA E Data (Ref. Spd. = 67 kts)...................................... 162 Figure 76. Schweizer 300C 600 Series LA E Data (Ref. Spd. = 52 kts)...................................... 163 Figure 77. Schweizer 300C 700 Series LA E Data (Ref. Spd. = 64 kts)...................................... 163 Figure 78. Schweizer 300C 800 Series LA E Data (Ref. Spd. = 61 kts)...................................... 164 Figure 79. Schweizer 300C 1000 Series LA E Data (Ref. Spd. = 70 kts).................................... 164 Figure 80. Schweizer 300C 1100 Series LA E Data (Ref. Spd. = 63 kts).................................... 165 Figure 81. Bell 407 HIGE Directivity........................................................................................ 168 Figure 82. Robinson R44 HIGE Directivity .............................................................................. 169 Figure 83. Schweizer 300C HIGE Directivity........................................................................... 170 Figure 84. Bell 407 HOGE Directivity...................................................................................... 173 Figure 85. Robinson R44 HOGE Directivity............................................................................. 174 Figure 86. Schweizer 300C HOGE Directivity ......................................................................... 175 Figure 87. Bell 407 Ground Idle Directivity.............................................................................. 178 Figure 88. Bell 407 Flight Idle Directivity ................................................................................ 179 Figure 89. Robinson R44 Ground Idle Directivity .................................................................... 180 Figure 90. Robinson R44 Flight Idle Directivity....................................................................... 181 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xiii Figure 91. Schweizer 300C Ground Idle Directivity................................................................. 182 Figure 92. Schweizer 300C Flight Idle Directivity.................................................................... 183 Figure 93. Cessna 182 Average 1000-ft 100 Series LFO Spectrum (normalized) .................... 187 Figure 94. Cessna 182 Average 1000-ft 200 Series LFO Spectrum (normalized) .................... 187 Figure 95. Cessna 182 Average 1000-ft 300 Series DEP Spectrum (normalized) .................... 188 Figure 96. Cessna 182 Average 1000-ft 400 Series DEP Spectrum (normalized) .................... 188 Figure 97. Cessna 182 Average 1000-ft 500 Series APP Spectrum (normalized) .................... 189 Figure 98. Cessna 182 Average 1000-ft 600 Series APP Spectrum (normalized) .................... 189 Figure 99. Cessna 208B Average 1000-ft 100 Series LFO Spectrum (normalized) ................ 190 Figure 100. Cessna 208B Average 1000-ft 200 Series LFO Spectrum (normalized) .............. 190 Figure 101. Cessna 208B Average 1000-ft 300 Series DEP Spectrum (normalized) .............. 191 Figure 102. Cessna 208B Average 1000-ft 400 Series DEP Spectrum (normalized) .............. 191 Figure 103. Cessna 208B Average 1000-ft 500 Series APP Spectrum (normalized)............... 192 Figure 104. Cessna 208B Average 1000-ft 600 Series APP Spectrum (normalized)............... 192 Figure 105. Dornier 228 Average 1000-ft 100 Series LFO Spectrum (normalized) ................. 193 Figure 106. Dornier 228 Average 1000-ft 200 Series LFO Spectrum (normalized) ................. 193 Figure 107. Dornier 228 Average 1000-ft 300 Series DEP Spectrum (normalized) ................. 194 Figure 108. Dornier 228 Average 1000-ft 400 Series DEP Spectrum (normalized) ................. 194 Figure 109. Dornier 228 Average 1000-ft 500 Series APP Spectrum (normalized) ................. 195 Figure 110. Dornier 228 Average 1000-ft 600 Series APP Spectrum (normalized) ................. 195 Figure 111. Dornier 328 Average 1000-ft 100 Series LFO Spectrum (normalized) ................. 196 Figure 112. Dornier 328 Average 1000-ft 300 Series DEP Spectrum (normalized) ................. 196 Figure 113. Dornier 328 Average 1000-ft 400 Series DEP Spectrum (normalized) ................. 197 Figure 114. Dornier 328 Average 1000-ft 500 Series APP Spectrum (normalized) ................. 197 Figure 115. Dornier Do 328 Average 1000-ft 600 Series APP Spectrum (normalized) ........... 198 Figure 116. Piper PA-42 Average 1000-ft 100 Series LFO Spectrum (normalized)................. 198 Figure 117. Piper PA-42 Average 1000-ft 200 Series LFO Spectrum (normalized)................. 199 Figure 118. Piper PA-42 Average 1000-ft 300 Series DEP Spectrum (normalized)................. 199 Figure 119. Piper PA-42 Average 1000-ft 600 Series APP Spectrum (normalized)................. 200 Figure 120. Bell 407 Average 1000-ft 100 Series LFO Spectrum (normalized)....................... 200 Figure 121. Bell 407 Average 1000-ft 200 Series LFO Spectrum (normalized)....................... 201 Figure 122. Bell 407 Average 1000-ft 300 Series DEP Spectrum (normalized)....................... 201 Figure 123. Bell 407 Average 1000-ft 400 Series DEP Spectrum (normalized)....................... 202 Figure 124. Bell 407 Average 1000-ft 500 Series APP Spectrum (normalized) ....................... 202 Figure 125. Bell 407 Average 1000-ft 700 Series APP Spectrum (normalized) ....................... 203 Figure 126. Bell 407 Average 1000-ft 800 Series APP Spectrum (normalized) ....................... 203 Figure 127. Bell 407 Average 1000-ft 900 Series APP Spectrum (normalized) ....................... 204 Figure 128. Bell 407 Average 1000-ft 1000 Series LFO Spectrum (normalized)..................... 204 Figure 129. Bell 407 Average 1000-ft 1100 Series LFO Spectrum (normalized)..................... 205 Figure 130. Robinson R44 Average 1000-ft 100 Series LFO Spectrum (normalized) ............. 205 Figure 131. Robinson R44 Average 1000-ft 200 Series LFO Spectrum (normalized) ............. 206 Figure 132. Robinson R44 Average 1000-ft 300 Series DEP Spectrum (normalized) ............. 206 Figure 133. Robinson R44 Average 1000-ft 500 Series APP Spectrum (normalized).............. 207 Figure 134. Robinson R44 Average 1000-ft 600 Series APP Spectrum (normalized).............. 207 Figure 135. Robinson R44 Average 1000-ft 700 Series APP Spectrum (normalized).............. 208 Figure 136. Robinson R44 Average 1000-ft 800 Series APP Spectrum (normalized).............. 208 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xiv Figure 137. Schweizer 300C Average 1000-ft 100 Series LFO Spectrum (normalized) .......... 209 Figure 138. Schweizer 300C Average 1000-ft 200 Series LFO Spectrum (normalized) .......... 209 Figure 139. Schweizer 300C Average 1000-ft 300 Series DEP Spectrum (normalized) .......... 210 Figure 140. Schweizer 300C Average 1000-ft 400 Series DEP Spectrum (normalized) .......... 210 Figure 141. Schweizer 300C Average 1000-ft 500 Series APP Spectrum (normalized) .......... 211 Figure 142. Schweizer 300C Average 1000-ft 600 Series APP Spectrum (normalized) .......... 211 Figure 143. Schweizer 300C Average 1000-ft 700 Series APP Spectrum (normalized) .......... 212 Figure 144. Schweizer 300C Average 1000-ft 800 Series APP Spectrum (normalized) .......... 212 Figure 145. Schweizer 300C Average 1000-ft 1000 Series APP Spectrum (normalized) ........ 213 Figure 146. Schweizer 300C Average 1000-ft 1100 Series APP Spectrum (normalized) ........ 213 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xv List of Tables Table 1. Airplane Characteristics of the Cessna 182 Skylane ....................................................... 3 Table 2. Airplane characteristics of the Cessna 208B Grand Caravan .......................................... 4 Table 3. Airplane Characteristics of the Dornier 228-202............................................................. 5 Table 4. Airplane Characteristics of the Dornier 328-100............................................................. 6 Table 5. Airplane Characteristics of the Piper PA-42 Cheyenne III.............................................. 7 Table 6. Helicopter Characteristics of the Bell 407....................................................................... 8 Table 7. Rotor Specifications of the Bell 407................................................................................ 8 Table 8. Helicopter Characteristics of the Robinson R44 Raven .................................................. 9 Table 9. Rotor Specifications of the Robinson R44 Raven ........................................................... 9 Table 10. Helicopter Characteristics of the Schweizer 300C ...................................................... 10 Table 11. Rotor Specifications of the Schweizer 300C ............................................................... 10 Table 12. Location and Date of Aircraft Source Measurements ................................................. 11 Table 13. Fitchburg Municipal Airport Measurement Dates....................................................... 11 Table 14. Needles Airport Measurement Date ............................................................................ 12 Table 15. Crisfield Municipal Airport Measurement Dates ........................................................ 13 Table 16. LD824 Collection Settings........................................................................................... 17 Table 17. TAMS Unit Collection Parameters and Tolerances .................................................... 21 Table 18. Dynamic Operations Microphone Locations at Fitchburg Municipal and Needles Airports ......................................................................................................................................... 24 Table 19. Dynamic Operations Microphone Locations at Crisfield Municipal Airport.............. 24 Table 20. Static Operations Locations at Crisfield Municipal Airport........................................ 25 Table 21. Static Operations Locations at Fitchburg Municipal Airport ...................................... 25 Table 22. Fitchburg Test Series Definitions ................................................................................ 34 Table 23. Needles Test Series Definitions................................................................................... 34 Table 24. Crisfield Test Series Definitions.................................................................................. 35 Table 25. Robinson R44 Static Operation Test Series Descriptions ........................................... 35 Table 26. Bell 407 Static Operation Test Series Descriptions..................................................... 36 Table 27. Schweizer 300C Static Operation Test Series Descriptions ........................................ 36 Table 28. C182 Models Used in INM Characterization .............................................................. 51 Table 29. Fitchburg Flight Test C182H Performance Characteristics......................................... 52 Table 30. C182H normal cruise performance.............................................................................. 55 Table 31. C182H Normal Cruise Flight Test Performance ......................................................... 56 Table 32. C182H Tour Cruise Flight Test Performance.............................................................. 56 Table 33. Summary of C182 INM Parameters ............................................................................ 57 Table 34. Summary of Fitchburg II Flight Test Information with Hartzell Thrust ..................... 58 Table 35. Summary of Propeller and Jet Thrusts......................................................................... 59 Table 36. Summary of Jet Thrust Coefficients ............................................................................ 59 Table 37. Summary of Departure and Cruise Climb R Calculations........................................... 61 Table 38. Summary of Relevant Dornier 328 Aerodynamic Coefficients................................... 62 Table 39. Guidance for Determining Departure Takeoff Weight................................................ 63 Table 40. Departure Procedures................................................................................................... 63 Table 41. Cessna 182 Skylane Reference Conditions for Performance Data.............................. 63 Table 42. Cessna 182 Skylane Engine Data ................................................................................ 64 Table 43. Cessna 182 Skylane Departure Takeoff Weights ........................................................ 64 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xvi Table 44. Cessna 182 Skylane Aerodynamic Coefficients.......................................................... 64 Table 45. Cessna 182 Skylane Engine Coefficients Part 2.......................................................... 64 Table 46. Cessna 182 Skylane Departure Procedures ................................................................. 65 Table 47. Cessna 182 Skylane Approach Procedures Part 1 ....................................................... 65 Table 48. Cessna 182 Skylane Approach Procedures Part 2 ....................................................... 65 Table 49. Cessna 208B Reference Conditions for Performance Data ......................................... 65 Table 50. Cessna 208B Engine Data............................................................................................ 66 Table 51. Cessna 208B Departure Takeoff Weights ................................................................... 66 Table 52. Cessna 208B Aerodynamic Coefficients ..................................................................... 66 Table 53. Cessna 208B Engine Coefficients................................................................................ 66 Table 54. Cessna 208B Default Departure Procedures................................................................ 67 Table 55. Cessna 208B Approach Procedures Part 1 .................................................................. 67 Table 56. Cessna 208B Approach Procedures Part 2 .................................................................. 67 Table 57. Dornier 228 Reference Conditions for Performance Data........................................... 68 Table 58. Dornier 228 Engine Data ............................................................................................. 68 Table 59. Dornier 228 Departure Takeoff Weights ..................................................................... 68 Table 60. Dornier 228 Aerodynamic Coefficients....................................................................... 68 Table 61. Dornier 228 Engine Coefficients ................................................................................. 68 Table 62. Dornier 228 Default Departure Procedures ................................................................. 69 Table 63. Dornier 228 Approach Procedures Part 1 .................................................................... 69 Table 64. Dornier 228 Approach Procedures Part 2 .................................................................... 69 Table 65. Dornier 328 Reference Conditions for Performance Data........................................... 69 Table 66. Dornier 328 Engine Data ............................................................................................. 70 Table 67. Dornier 328 Departure Takeoff Weights ..................................................................... 70 Table 68. Dornier 328 Aerodynamic Coefficients....................................................................... 70 Table 69. Dornier 328 Engine Coefficients ................................................................................. 70 Table 70. Dornier 328 Default Departure Procedures ................................................................. 70 Table 71. Dornier 328 Approach Procedures Part 1 .................................................................... 71 Table 72. Dornier 328 Approach Procedures Part 2 .................................................................... 71 Table 73. Piper PA-42 Reference Conditions for Performance Data .......................................... 71 Table 74. Piper PA-42 Engine Data............................................................................................. 71 Table 75. Piper PA-42 Departure Takeoff Weights..................................................................... 72 Table 76. Piper PA-42 Aerodynamic Coefficients ...................................................................... 72 Table 77. Piper PA-42 Engine Coefficients................................................................................. 72 Table 78. Piper PA-42 Default Departure Procedures................................................................. 72 Table 79. Piper PA-42 Approach Procedures Part 2.................................................................... 73 Table 80. Bell 407 Reference Conditions for Performance Data ................................................ 73 Table 81. Bell 407 Aircraft and Engine Data .............................................................................. 73 Table 82. Bell 407 Speed Coefficients ........................................................................................ 74 Table 83. Bell 407 Departure Procedures .................................................................................... 74 Table 84. Bell 407 Approach Procedures .................................................................................... 74 Table 85. Robinson R44 Raven Reference Conditions for Performance Data............................ 74 Table 86. Robinson R44 Raven Aircraft and Engine Data.......................................................... 75 Table 87. Robinson R44 Raven Speed Coefficients.................................................................... 75 Table 88. Robinson R44 Raven Departure Procedures ............................................................... 75 Table 89. Robinson R44 Raven Approach Procedures................................................................ 76 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xvii Table 90. Schweizer 300C Reference Conditions for Performance Data.................................... 76 Table 91. Schweizer 300C Aircraft and Engine Data.................................................................. 76 Table 92. Schweizer 300C Speed Coefficients............................................................................ 77 Table 93. Schweizer 300C Departure Procedures ....................................................................... 77 Table 94. Schweizer 300C Approach Procedures........................................................................ 77 Table 95. Study list of contacts.................................................................................................... 79 Table 96. Cessna 182 Event Meteorological Data....................................................................... 82 Table 97. Cessna 208B Event Meteorological Data .................................................................... 83 Table 98. Dornier 228 Event Meteorological Data...................................................................... 84 Table 99. Dornier 328 Event Meteorological Data...................................................................... 84 Table 100. Piper PA-42 Event Meteorological Data ................................................................... 86 Table 101. Bell 407 Meteorological Data for Dynamic Operations............................................ 87 Table 102. Bell 407 Hover and Idle Meteorological Data........................................................... 88 Table 103. Robinson R44 Meteorological Data for Dynamic Operations................................... 89 Table 104. Robinson R44 Hover and Idle Meteorological Data ................................................. 89 Table 105. Schweizer 300C Meteorological Data for Dynamic Operations ............................... 90 Table 106. Schweizer 300C Hover and Idle Meteorological Data .............................................. 90 Table 107. Cessna 182 Event TSPI Data ..................................................................................... 92 Table 108. Cessna 208B Event TSPI Data .................................................................................. 93 Table 109. Dornier 228 Event TSPI Data.................................................................................... 94 Table 110. Dornier 328 Event TSPI Data.................................................................................... 95 Table 111. Piper PA-42 Event TSPI Data ................................................................................... 96 Table 112. Bell 407 Event TSPI Data.......................................................................................... 97 Table 113. Robinson R44 Event TSPI Data ................................................................................ 98 Table 114. Schweizer 300C Event TSPI Data ............................................................................. 99 Table 115. Cessna 182 LA E NPDs ............................................................................................. 102 Table 116. Cessna 182 LA Smx NPDs .......................................................................................... 103 Table 117. Cessna 182 LE PN NPDs............................................................................................ 104 Table 118. Cessna 182 LPNT Smx NPDs....................................................................................... 105 Table 119. Cessna 208B LA E NPDs........................................................................................... 106 Table 120. Cessna 208B LA Smx NPDs ....................................................................................... 107 Table 121. Cessna 208B LE PN NPDs ........................................................................................ 108 Table 122. Cessna 208B LPNT Smx NPDs ................................................................................... 109 Table 123. Dornier 228 LA E NPDs ............................................................................................ 110 Table 124. Dornier 228 LA Smx NPDs ......................................................................................... 111 Table 125. Dornier 228 LE PN NPDs........................................................................................... 112 Table 126. Dornier 228 LPNT Smx NPDs...................................................................................... 113 Table 127. Dornier 328 LA E NPDs ............................................................................................ 114 Table 128. Dornier 328 LA Smx NPDs ......................................................................................... 115 Table 129. Dornier 328 LE PN NPDs........................................................................................... 116 Table 130. Dornier 328 LPNT Smx NPDs...................................................................................... 117 Table 131. Piper PA-42 LA E NPDs............................................................................................ 118 Table 132. Piper PA-42 LA Smx NPDs......................................................................................... 119 Table 133. Piper PA-42 LE PN NPDs .......................................................................................... 120 Table 134. Piper PA-42 LPNT Smx NPDs ..................................................................................... 121 Table 135. Bell 407 LA E NPDs .................................................................................................. 122 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division xviii Table 136. Bell 407 LA Smx NPDs............................................................................................... 123 Table 137. Bell 407 LE PN NPDs ................................................................................................ 124 Table 138. Bell 407 LPNT Smx NPDs ........................................................................................... 125 Table 139. Robinson R44 LA E NPDs......................................................................................... 126 Table 140. Robinson R44 LA Smx NPDs ..................................................................................... 127 Table 141. Robinson R44 LE PN NPDs ....................................................................................... 128 Table 142. Robinson R44 LPNT Smx NPDs .................................................................................. 129 Table 143. Schweizer 300C LA E NPDs ..................................................................................... 130 Table 144. Schweizer 300C LA Smx NPDs .................................................................................. 131 Table 145. Robinson R44 LE PN NPDs ....................................................................................... 132 Table 146. Schweizer 300C LPNT Smx NPDs............................................................................... 133 Table 147. Bell 407 HIGE Longitudinal Axis NPDs (Ref. Alt. = 5 ft) ..................................... 166 Table 148. Robinson R44 HIGE Longitudinal Axis NPDs (Ref. Alt. = 5 ft)............................ 167 Table 149. Schweizer 300C HIGE Longitudinal Axis NPDs (Ref. Alt. = 5 ft)......................... 167 Table 150. HIGE 360-Degree Directivity NPD Adjustments ................................................... 168 Table 151. Be11 407 HOGE Longitudinal Axis NPDs (Ref. Alt. = 88 ft)............................... 171 Table 152. Robinson R44 HOGE Longitudinal Axis NPDs (Ref. Alt. = 83 ft) ........................ 171 Table 153. Schweizer 300C HOGE Longitudinal Axis NPDs (Ref. Alt. = 67 ft) ..................... 172 Table 154. HOGE 360-Degree Directivity NPD Adjustments.................................................. 172 Table 155. Helicopter Idle Longitudinal Axis NPDs (Ref. Alt. = 0 ft) ..................................... 175 Table 156. Ground Idle 360-Degree Directivity NPD Adjustments.......................................... 176 Table 157. Flight Idle 360-Degree Directivity NPD Adjustments ............................................ 177 Table 158. INM Spectral Class Assignments ............................................................................ 185 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 1 1 INTRODUCTION The National Parks Air Tour Management Act of 2000 (NPATMA)1 calls for the regulation of commercial air tour operations over units of the National Park system, and directs the Federal Aviation Administration (FAA), with the cooperation of the National Park Service (NPS), to develop Air Tour Management Plans (ATMPs) for all National Parks with commercial air tours*. Currently, approximately 85 parks will need ATMPs. The Volpe National Transportation Systems Center (Volpe Center) is providing technical support to the ATMP program. An important element of this support is the computer modeling of air tour aircraft, which will be used in the assessment potential noise impacts to the National Park resources. In accordance with the results of the Federal Interagency Committee on Aircraft Noise (FICAN) review,2,3 the FAA’s Integrated Noise Model (INM) Version 6.24, is the best-practice modeling methodology currently available for evaluating aircraft noise in the National Parks†,5,6. INM Version 6.2 was the latest version at the time of this determination. Since then, INM Versions 6.2a, 7.0, 7.0a, 7.0b which have further algorithmic and database updates, have been released. Further, the FAA has begun developing a new tool that will allow for the evaluation of noise, emissions and fuel burn interdependencies, known as the Aviation Environmental Design Tool (AEDT). AEDT will incorporate and expand upon the capabilities of existing FAA environmental tools, including INM. INM has a comprehensive aircraft database and is regularly updated with new aircraft source data. The FAA seeks to enhance the INM aircraft database for ATMP-related analyses by collecting noise source data suitable for modeling the many flight configurations flown by air tour aircraft in National Parks. Based on Volpe Center’s review of the INM’s aircraft source noise database and the known aircraft used to conduct air tours in National Parks, the FAA sponsored noise and performance data collection and development for the following seven aircraft: the Cessna 182 Skylane, Cessna 208B Grand Caravan, Dornier 228, and Piper PA-42 Cheyenne III fixed wing aircraft; the Robinson R44 Raven, Bell 407, and Schweizer 300C helicopters. Per FAA, Office of Environment and Energy, request, the Dornier 328‡ was also measured for source noise data collection. The objective of the studies was to collect source noise and performance data that are suitable for modeling various flight configurations flown by air tour aircraft and fulfill the data input requirements for both INM and AEDT. 1.1 Report Organization This report is organized into nine sections and eight appendices: • Section 1 presents an introduction, objective, and organization of this document • Section 2 describes the test aircraft measured during the Aircraft Source Data Measurements * With the exceptions of parks in Alaska and the Grand Canyon † Since 1978, the standard tool for conducting aircraft noise assessments has been the FAA’s INM. INM is a computer program used by over 700 organizations in more than 50 countries to assess changes in noise impact due to aircraft operations. Requirements for INM use are defined in FAA Order 1050.1E, Environmental Impacts: Policies and Procedures and Federal Aviation Regulations (FAR) Part 150, Airport Noise Compatibility Planning. ‡ This is the turboprop version of the Dornier 328. The jet engine version of this aircraft is the 328JET. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 2 • Section 3 discusses the measurement site selection process and an overview of the selected sites • Section 4 describes the acoustic, aircraft tracking, and meteorological systems used • Section 5 describes the set up process and equipment locations during measurements • Section 6 discusses the standard measurement procedure executed during measurements and the quality assurance process • Section 7 provides descriptions of the events series and a summary of events collected • Section 8 discusses the data processing procedures and the transformation of the collected data into a form suitable for noise models • Section 9 provides a summary of which Appendix the processed results can be found Appendix A presents the aircraft performance data necessary to build INM database tables • Appendix B lists the contacts for the airports used as measurement sites and the charter operators whom provided the test aircraft • Appendix C provides the test day meteorological data used in processing the noise model data • Appendix D provides the time-space-position information of the test aircraft during data collection • Appendix E presents the computed noise-power-distance curves and helicopter directivity data • Appendix F presents the spectral class assignments and spectral data • Appendix G provides a list of acronyms and abbreviations used in this report Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 3 2 TEST AIRCRAFT With the exception of the Dornier 328, the aircraft documented in this report have been identified as participating in commercial air tour operations over National Parks. Brief descriptions of all aircraft are provided below. More detailed, INM-specific performance data for the aircraft are provided in Appendix A. A list of contacts for all of the service providers involved in the measurement study, including aircraft charter companies and airports, is provided in Appendix B. 2.1 Cessna 182 Skylane The Cessna 182 is a single-engine, propeller-driven aircraft designed and manufactured by the Cessna Aircraft Company of Wichita, Kansas (see Table 1 and Figure 1). The aircraft is designed to carry 1 crew member and up to 3 passengers. Cessna manufactured the 182 in two configurations: the original 2-blade propeller design and the current 3-blade propeller design. The designs utilize different engines. The original 2-blade model was used in this flight test, because it is expected to produce higher sound levels at a lower fundamental frequency than the newer model. Figure 1. Cessna 182 Skylane Table 1. Airplane Characteristics of the Cessna 182 Skylane Aircraft Manufacturer Cessna Aircraft Company Aircraft Model 182 Skylane Aircraft Type Single Propeller Maximum Gross Takeoff Weight (lb) 2,800 Number and Type of Engine(s) 1 Continental O-470-L Blade Manufacturer / Model Number MCCAULEY 2A36C29/90M-8 Number of Passengers 3 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 4 2.2 Cessna 208B Grand Caravan The Cessna 208B is a single-engine, turbo propeller-driven aircraft designed and manufactured by the Cessna Aircraft Company of Wichita, Kansas (see Table 2 and Figure 2). The airplane is designed to carry 1 crew member and up to 14 passengers. Figure 2. Cessna 208B Grand Caravan Table 2. Airplane characteristics of the Cessna 208B Grand Caravan Aircraft Manufacturer Cessna Aircraft Company Aircraft Model 208B Grand Caravan Aircraft Type Single Propeller Maximum Gross Takeoff Weight (lb) 8,750 Number and Type of Engine(s) 1 Pratt & Whitney Canada PT6A-114A Blade Manufacturer / Model Number McCauley / C703/106GA-0 Number of Passengers 14 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 5 2.3 Dornier 228-202 The Dornier 228 is a twin-engine, turbo propeller-driven aircraft designed and manufactured by Dornier GmbH* Table 3 (see and Figure 3). The aircraft is designed to carry 2 crew members and up to 19 passengers. Figure 3. Dornier 228-202 Table 3. Airplane Characteristics of the Dornier 228-202 Aircraft Manufacturer Dornier GmbH Aircraft Model 228-202 Aircraft Type Twin Turbo Propeller Maximum Gross Takeoff Weight (lb) 13,669 Number and Type of Engine(s) 2 Garrett AiResearch TPE331-10P-511D Blade Manufacturer / Model Number Hartzell / HC-B4TN-5ML Number of Passengers 19 * Dornier GmbH was acquired in 1996 by Fairchild Aircraft and became Fairchild Dornier. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 6 2.4 Dornier 328-100 The Dornier 328 is a twin-engine, turbo propeller-driven aircraft designed and manufactured by Fairchild Dornier (see Table 4 and Figure 4). The aircraft is designed to carry 2 crew members and up to 34 passengers. Figure 4. Dornier 328-100 Table 4. Airplane Characteristics of the Dornier 328-100 Aircraft Manufacturer Fairchild Dornier Aircraft Model 328-100 Aircraft Type Twin Turbo Propeller Maximum Gross Takeoff Weight (lb) 30,843 Number and Type of Engine(s) 2 Pratt & Whitney Canada PW119B Blade Manufacturer / Model Number Hartzell / HD-E6C-3B Number of Passengers 34 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 7 2.5 Piper PA-42 Cheyenne III The Piper PA-42 is a twin-engine, turbo propeller-driven aircraft designed by Piper Aircraft of Vero Beach, Florida (see Table 5 and Figure 5). The aircraft is designed to carry 2 crew members and up to 9 passengers. Figure 5. Piper PA-42 Cheyenne III Table 5. Airplane Characteristics of the Piper PA-42 Cheyenne III Aircraft Manufacturer Piper Aircraft Aircraft Model PA-42 Cheyenne III Aircraft Type Twin Turbo Propeller Maximum Gross Takeoff Weight (lb) 11,200 Number and Type of Engine(s) 2 Pratt & Whitney Canada PT6A-41 Blade Manufacturer / Model Number Hartzell / HC-B3TN-3K / T10173AB-6Q Number of Passengers 9 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 8 2.6 Bell 407 The Bell 407 is a civil utility helicopter introduced in 1996. It is frequently used for corporate and offshore transport, as an air ambulance, for law enforcement, as well as gathering news and filming movies. It has a 4 blade main rotor and was designed by Bell Helicopter Textron of Quebec, Canada (see Table 6, Table 7 and Figure 6). It is designed to carry 1 crew member and up to 6 passengers. Figure 6. Bell 407 Table 6. Helicopter Characteristics of the Bell 407 Helicopter Manufacturer Bell Helicopter Textron Aircraft Model 407 Aircraft Type Single Rotor Max Gross Takeoff Weight [MGTW] (lb) 6,000 Number and Type of Engine(s) 1 Rolls-Royce Model 250-C47B Turbo-shaft Shaft Horsepower (hp) 813 Max Continuous Power (hp) 701 Never Exceed Speed [V NE] (kts) 140 Max Speed in Level Flight with Max Continuous Power [V H] (kts) 127 Speed for Best Rate of Climb [VY] (kts) 60 Number of Passengers 6 Table 7. Rotor Specifications of the Bell 407 Characteristic Main Tail Rotor Speed (RPM) 413 2,500 Diameter (in) 420 65 Chord (in) 10.75 6.5 Number of Blades 4 2 Fundamental Blade Passage Frequency (Hz) 27.53 83.33 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 9 2.7 Robinson R44 Raven The Robinson R44 Raven is a helicopter with 2-blade main and tail rotors. It is designed and manufactured by Robinson of Torrance, California (see Table 8, Table 9, and Figure 7). The helicopter is designed to carry 1 crew member and up to 3 passengers. Figure 7. Robinson R44 Raven Table 8. Helicopter Characteristics of the Robinson R44 Raven Helicopter Manufacturer Robinson Helicopter Company Aircraft Model R44 Raven Aircraft Type Single Rotor Max Gross Takeoff Weight [MGTW] (lb) 2,400 Number and Type of Engine(s) 1 Textron Lycoming O-540-F1B5 Shaft Horsepower (hp) 260 @ 2800 Max Continuous Power (hp) 205 @ 2718 Never Exceed Speed [V NE] (kts) 130 Max Speed in Level Flight with Max Continuous Power [V H] (kts) 108 Speed for Best Rate of Climb [VY] (kts) 55 Number of Passengers 3 Table 9. Rotor Specifications of the Robinson R44 Raven Characteristic Main Tail Rotor Speed (RPM) 400 2426 Diameter (in) 396 58 Chord (in) 10.0 5.1 Number of Blades 2 2 Fundamental Blade Passage Frequency (Hz) 13.6 80.9 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 10 2.8 Schweizer 300C The Schweizer 300C is a light helicopter, originally designed by Hughes Helicopter. It is currently marketed and supported by Schweizer Aircraft, a subsidiary of Sikorsky Aircraft (see Table 10, Table 11 and Figure 8). It has a 3 blade main rotor and is designed to carry 1 crew member and up to 2 passengers. Figure 8. Schweizer 300C Table 10. Helicopter Characteristics of the Schweizer 300C Helicopter Manufacturer Schweizer Aircraft Aircraft Model 300C Aircraft Type Single Rotor Max Gross Takeoff Weight [MGTW] (lb) 2,050 Number and Type of Engine(s) 1 Textron Lycoming HIO-360-D1A Shaft Horsepower (hp) 190 Max Continuous Power (hp) 190 Never Exceed Speed [V NE] (kts) 95 Max Speed in Level Flight with Max Continuous Power [V H] (kts) 86 Speed for Best Rate of Climb [VY] (kts) 41 Number of Passengers 2 Table 11. Rotor Specifications of the Schweizer 300C Characteristic Main Tail Rotor Speed (RPM) 471 N/A Diameter (in) 322 51 Chord (in) 6.75 N/A Number of Blades 3 2 Fundamental Blade Passage Frequency (Hz) 25.20 N/A Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 11 3 MEASUREMENT SITES Acoustical considerations in selecting measurement site locations include the following: • To minimize the effect of altitude on aircraft performance, the elevation of the measurement site should be below 2,000 feet above mean sea level (AMSL); • To lessen the risk of external acoustic contamination, a measurement site should have a relatively quiet ambient environment with minimal aircraft operations; and • To eliminate the need of acoustic corrections due to terrain undulations, the measurement site should have a long stretch of flat terrain near the test runway, where a microphone array is expected to be placed. Final selection of measurement locations was made through a screening process of potential sites considering the above factors, and in consideration of the proximity of aircraft charter companies that could provide the test aircraft. This minimized both the fuel and time costs of the chartered aircraft, as well as travel costs of field personnel. The measurement sites selected were Fitchburg Municipal Airport located in Fitchburg, Massachusetts, Needles Airport located in Needles, California and Crisfield Municipal Airport located in Crisfield, Maryland. Table 12 shows the selected measurement sites, measurement dates, and aircraft measured at each site. Table 12. Location and Date of Aircraft Source Measurements Measurement Site Date (s) Aircraft Measured Fitchburg Municipal October 24 -25, 2006 Cessna 182, Cessna 208B, Robinson R44 Needles January 20, 2007 Dornier 228, Dornier 328 Crisfield Municipal October 7 – 11, 2008 Piper PA-42, Bell 407, Schweizer 300C 3.1 Fitchburg Municipal Airport Located in Massachusetts between the cities of Fitchburg and Leominster, Fitchburg Municipal Airport (FAA identifier: FIT) maintains two runways (14-32 and 02-20). The elevation of FIT is 348 ft AMSL. Runway 02-20 was selected as the test runway. An aerial view of FIT indicating the test runway is provided in Figure 9. A Notice-To-Airmen (NOTAM) informing pilots to use an alternate runway was issued for the days of the tests. Table 13 indicates the dates each aircraft was measured. Table 13. Fitchburg Municipal Airport Measurement Dates Aircraft Date (s) Measured Cessna 182 Skylane October 24, 2006 Cessna 208B Grand Caravan October 25, 2006 Robinson R44 Raven October 25, 2006 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 12 Figure 9. Aerial View of FIT 3.2 Needles Airport Located in Needles, California, Needles Airport (FAA identifier: EED) maintains two runways (11-29 and 02-20). The elevation of EED is 983 ft AMSL. Runway 02-20 was selected as the test runway. An aerial view of EED indicating the test runway is provided in Figure 10. A NOTAM informing pilots to use an alternate runway was issued for the day of the test. Table 14 indicates the date the aircraft were measured. Table 14. Needles Airport Measurement Date Aircraft Date (s) Measured Dornier 228 January 20, 2007 Dornier 328 January 20, 2007 Runway 02-20 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 13 Figure 10. Aerial View of EED 3.3 Crisfield Municipal Airport Located in Crisfield, Maryland, Crisfield Municipal Airport (FAA identifier: W41) maintains two runways, one with an asphalt surface, 14-32, and one with a turf surface, 06-24. The elevation of W41 is 4 ft AMSL. Runway 14-32 was selected as the test runway. An aerial view of Crisfield Municipal Airport indicating the test runway is provided in Figure 11. A NOTAM informing pilots to use an alternate runway was issued for the days of the tests. Table 15 indicates the dates each aircraft was measured. Table 15. Crisfield Municipal Airport Measurement Dates Aircraft Date (s) Measured Piper PA-42 October 7 & 11, 2008 Bell 407 October 8 & 9, 2008 Schweizer 300C October 9 & 10, 2008 Runway 02-20 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 14 Figure 11. Aerial View of W41 Runway 14-32 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 15 4 INSTRUMENTATION This section presents a description of the instrumentation used during the measurements at all three measurement locations. 4.1 Acoustic System Each acoustic system consisted of a Brüel and Kjær (B&K) Model 4189 ½-inch electret microphone covered with a B&K Model UA0207 3.5-inch windscreen. The primary recording device was a Larson Davis Model 824 sound level meter (LD824) and real-time spectral analyzer. Data were also recorded simultaneously with a back-up Sony Model PC208AX Digital Audio Tape (DAT) recorder. A GPS time-code generator, outputting an inter-range instrumentation group (IRIG) B signal, was used to provide a streaming time stamp to the back- up recording device. The primary recording device time was also synched manually to the GPS time-code generator. The acoustic instrumentation setup is presented in Figure 12. Table 16 shows the settings used for the LD824 during data collection. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 16 Figure 12. Acoustic Instrumentation Setup Time Code Generator Nylon Microphone Holder Terminated RCA (RED) PC208 DAT Recorder BNC – Mini DOT Cable Tripod Power Cable Power Cable Stereo –RCA Cable Real-Time Analyzer (LD824) Tripod Lemo – Lemo Cable PRM902 Preamp RCA (Black) -BNC Gel Cell Gel Cell GPS Antenna Microphone Simulator B &K 4189 ½” Microphone Pink Noise Generator Windscreen 4231 Calibrator Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 17 Table 16. LD824 Collection Settings Parameter Setting Detector Slow Broadband Frequency Weighting A Spectra Bandwidth 1/3 Octave Band Spectra Frequency Weighting Flat Time History Interval ½ Second 4.2 Aircraft Tracking Systems 4.2.1 Differential Global Positioning System A differential Global Positioning System (dGPS) was used as the primary aircraft guidance and tracking system during measurements. The specific system is the Time-Space-Position- Information (TSPI) System Version 5.0, which is a dGPS designed by Volpe Center (refer to Volpe Center Time-Space-Position-Information System User’s Guide7 for more information). The Volpe Center TSPI system can be utilized to track vehicles in motion or at stationary points to within ± 20 centimeter accuracy, while recording time-stamped X-Y-Z-coordinate position data at a rate of twice per second and velocity data once every two seconds. In addition to obtaining time-space information of test aircraft during measurements, the Volpe Center TSPI system served additional purposes: 1. To conduct a site survey of the measurement site to establish a local coordinate system and determine instrumentation locations; and 2. To provide real-time guidance and position information of the aircraft to the pilot and test director. The Volpe Center TSPI system consists of a base station and a rover unit, each of which receives GPS satellite signals via a receiver and transmits or receives differential corrections via a transceiver. • Base Station Figure 13 - The dGPS base station includes a NovAtel Model TR20E receiver, GLB Model SNTR150 transceiver tuned to a frequency of 136.325 MHz, GPS antenna, and radio antenna. See for a diagram of this setup. • Rover Unit Figure 14 - The dGPS rover unit, which is usually installed aboard the test aircraft, consists of a NovAtel Model TR20E receiver, GLB Model SNTR150 transceiver, and a laptop installed with Volpe Center’s TSPI software. depicts a typical Rover Unit setup aboard a test aircraft. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 18 Figure 13. DGPS Base Station Setup Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 19 Figure 14. DGPS Rover Unit Setup Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 20 4.2.2 Video Camera Systems Two separate camera systems were used for this study. A multi-camera, digital video tracking system was used as a backup TSPI system in the event of a dGPS malfunction. A single video camera was also used during the hover events for documentation purposes. Video Tracking for Dynamic Operations - A system consisting of two Canon Optura digital video cameras was used to record aircraft operations. The system utilizes calibrated lenses, field-of-view targets, and triangulation algorithms to determine an aircraft’s TSPI data. Video Recording for Static Operations 4.3 Meteorological System - A Sony TR818 8 mm camcorder was used to document aircraft orientation during Static Operations. Two Qualimetrics Transportable Automated Meteorological Stations (TAMS) were used to measure wind speed and direction, relative humidity, air temperature, and barometric pressure at one-second intervals throughout all testing periods. The meteorological instrumentation setup is illustrated in Figure 15. Table 17 provides information on the TAMS unit collection parameters and tolerances. Figure 15. Meteorological Instrumentation Setup TAMS Control Unit HP 200LX Null Modem Weather Vane MET Station Wind Cups Tripod HP 200LX Serial Cable TAMS Serial Cable Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 21 Table 17. TAMS Unit Collection Parameters and Tolerances Data Range Capability Resolution Accuracy Wind Speed (mph) 2 – 55 1 1 (or 5 percent of range) Wind Direction (degrees) 360 10 Root mean standard error of 18 Temperature (degrees Fahrenheit) -9 to 110 1 1 Relative Humidity (percent) 0 – 100 1 3 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 22 This page intentionally left blank. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 23 5 MEASUREMENT SETUP Two different microphone configurations were used during data collection. The first configuration was used for dynamic operations of both, fixed wing aircraft and helicopters (Section 5.1). Dynamic operations include variations of level fly over (LFO), approach (APP) and departure (DEP) events. The second configuration was used for static helicopter operations (Section 5.2). The static microphone setup is required to develop a 360-degree directivity pattern for all helicopter hover in-ground effect (HIGE), hover out-of-ground effect (HOGE), ground idle, and flight idle operations. A field technician monitored and operated the acoustic recording instrumentation for each microphone. The field technicians and acoustic recording instrumentation were located at acoustic observer tables, approximately 100 ft from their respective microphones. This distance ensured field personnel would not contaminate the sound-level data. The placement of a field technician at each acoustic location also eliminated the need for long cables, which minimized the potential radio signal interference inherent to their use. A Test Director was stationed in a central location with a full view of the flight path and instrumentation, but far enough away from the acoustic systems to avoid contamination of the acoustic data. The Test Director was responsible for announcing events, monitoring dGPS and meteorological data, coordinating all site logistics, communicating with the aircraft and field technicians, and ensuring the quality of all measurement events. 5.1 Dynamic Operations In accordance with Appendix H, Noise Requirements For Helicopters, of the Federal Aviation Regulations Part 368 and Chapter 8 of ICAO Annex 169 Figure 17 (FAR 36 / Annex 16), dynamic operations were conducted with a three microphone setup; a centerline microphone and two sideline microphones to capture the left, center, and right noise characteristics of the helicopter. The lateral position of the sideline microphones would ideally be 500 feet from the centerline microphone and the vertical height of all the microphones would be set at 4 feet above ground level (AGL). The microphones would also be oriented nominally for grazing incidence i.e., diaphragm at 90 degrees relative to the anticipated direction of the noise source (see ). At Crisfield Municipal Airport the sideline microphones were 500 feet from the center line. However, due to space constraints at Fitchburg Municipal Airport and Needles Airport the sideline microphones were 400 feet from the centerline. The microphones at all measurement sites were placed at a height of 4 feet AGL and were oriented for nominal grazing incidence A primary TAMS unit, with the sensor placed at a height of 4 feet AGL, was located near the centerline microphone to capture meteorological conditions at the microphone array. A secondary TAMS unit, also with the sensor at 4 feet AGL, was used as a monitoring station at the Test Director’s location to provide a real-time display of the meteorological data to determine if the meteorological conditions were within tolerances during each measurement run. Table 18, Table 19, and Figure 16 summarizes the setup. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 24 Table 18. Dynamic Operations Microphone Locations at Fitchburg Municipal and Needles Airports Microphone X-Coordinate (ft) Y-Coordinate (ft) Height (ft) East Sideline 0 -400 4 Center 0 0 4 West Sideline 0 400 4 Table 19. Dynamic Operations Microphone Locations at Crisfield Municipal Airport Microphone X-Coordinate (ft) Y-Coordinate (ft) Height (ft) East Sideline 0 -500 4 Center 0 0 4 West Sideline 0 500 4 Figure 16. Plan View of a Dynamic Operations Setup Centerline Microphone Acoustic Observer East Sideline Microphone West Sideline Microphone Acoustic Observer Test Runway Met Station Nominal Flight Path Acoustic Observer Not to Scale Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 25 Figure 17. Profile View of a Dynamic Operations Setup 5.2 Static Operations Static operations were conducted for helicopters and utilized a two microphone setup with the helicopters’ hover location in the middle (see Figure 18). At Crisfield Municipal Airport the microphones were 450 feet apart, see Table 20 for X-Y coordinates. Due to space constraints at Fitchburg Municipal Airport the microphones were 400 feet apart, see Table 21 for X-Y coordinates. The microphones were placed at a height of 4 feet AGL and at an angle of 0 degrees (diaphragm parallel with the ground, Figure 19). A primary TAMS unit was located approximately 100 ft from the West Hover microphone, away from the helicopter hover location, to capture meteorological conditions. A secondary TAMS unit was used as a monitoring station at the Test Director’s location to provide a real-time display of the meteorological data to determine if the meteorological conditions were within tolerance during each measurement run. Table 20. Static Operations Locations at Crisfield Municipal Airport Microphone / Helicopter Location X-Coordinate (ft) Y-Coordinate (ft) Height (ft) Angle (°) East Hover Microphone 0 0 4 0 Helicopter Location 0 225 N/A N/A West Hover Microphone 0 450 4 0 Table 21. Static Operations Locations at Fitchburg Municipal Airport Microphone / Helicopter Location X-Coordinate (ft) Y-Coordinate (ft) Height (ft) Angle (°) East Hover Microphone 0 -400 4 0 Helicopter Location -78 -216 N/A N/A West Hover Microphone -156 -32 4 0 Meteorological Sideline Microphone Aircraft Measurement Site Configuration Center Microphone Not to Scale Sideline Microphone Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 26 Figure 18. Plan View of a Static Operations Setup Figure 19. Profile View of a Static Operations Setup Meteorological Hover Microphone 1 Helicopter Measurement Site Configuration Hover Microphone 2 Not to Scale Hover Location Video Camera Direction of Helicopter at 0⁰ Hover Microphone 1 Helicopter Hover Location Acoustic Observer Acoustic Observer Hover Microphone 2 Not to Scale MET Station Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 27 Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 29 6 MEASUREMENT PROCEDURES 6.1 Acoustic Observers and Technicians 6.1.1 Deployment The acoustic systems were deployed according to Section 5.1 and Section 5.2 for dynamic and static operations, respectively. The video tracking system and backup meteorological system were deployed according to Sections 4.2.2 and 4.3, respectively. The microphone tripods were anchored to the ground to avoid the risk of the tripod tipping over. A space blanket was secured to the operators table for rain contingency. All microphones were calibrated using the following standard procedure: 1. A calibrator was mounted on the microphone and a sine wave signal of 94 decibels (dB) at 1 kHz was applied to the system. The LD824 was calibrated to this reference signal. One minute of calibration tone was recorded and levels indicated on the LD824 and DAT recorder were noted on log sheets. 2. The microphone was removed and a pink noise generator was applied to check the frequency response of the system. One minute of pink noise was recorded and levels indicated on the LD824 and DAT recorder were noted on log sheets. 3. A microphone simulator was then applied to the system to measure the system noise floor and ensure no outside interference was present. At this point +20 dB gain was added to the LD824 to raise the lower range of the system to help identify any anomalous signals. One minute of the noise floor was recorded and levels indicated on the LD824 and DAT recorder were noted on log sheets. The +20 dB gain was then removed from the LD824. 4. The microphone was replaced, and then the calibrator was reapplied to verify that the LD824 reads the same initial calibration reading performed in Step 1. Another minute of calibration tone was recorded and levels indicated on the LD824 and DAT recorder were noted on log sheets. 6.1.2 During an Event During an event, each acoustic observer performed the following: • Recorded the maximum sound level (LASmx) observed on the LD824 on the log sheet. The observer also checked the LASmx for consistency and repeatability, i.e., the LASmx values for events in the same series should generally be similar in sound level. • Confirmed and noted that the recording instrumentation indicated a minimum 20-dBA rise and fall during an event. • Noted any audible external contamination. • If possible, observed that the aircraft route was straight, at a constant speed, and over the centerline or hover point, as appropriate. • Collect ambient measurements periodically throughout the measurement day. At the end of each pass-by event, personnel at the sideline microphones signaled to the center position whether 20-dBA rise and fall has been observed on their respective LD824. The center Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 30 position then radioed to the test director if a 20-dBA rise and fall was attained at all microphone locations. 6.1.3 End of Measurement Day At the end of the day a calibrator was reapplied to check for any drift that may have occurred during the day. Similar to during deployment, a minute of calibration tone was recorded and levels indicated on the LD824 and DAT recorder were noted on log sheets. 6.2 Test Director 6.2.1 Deployment The TSPI tracking system base station and the primary meteorological system were deployed according to Sections 4.2.1 and 4.3, respectively. While the field team deployed the acoustic, TAMS, and TSPI systems; the Test Director, TSPI System Operator (see Section 6.3), and Pilot discussed the test flight series to be flown. 6.2.2 During an Event During an event, the Test Director performed the following: • Announced, via 2-way radio, the start of an event along with the event number. • Monitored the tracking data to verify the aircraft was within tolerances. • Listened for external contamination. • Monitored wind speed in real time via the TAMS meteorological system. • Recorded the following in the log sheet: o Wind speed and direction; o Tracking information; and o Any external contamination. • Announced, via 2-way radio, the end of event. After the end of an event, the Test Director received an update from the acoustic observers as to the event quality at their microphone locations. Based on their input, monitored wind speed* 6.2.3 End of Measurement Day and aircraft tracking data, and input from the pilot, a determination was made on the overall quality of the event; this was done to ensure that an adequate number of events were collected for each series. At the end of the day the Test Director, TSPI System Operator, and Pilot conducted a second briefing. This briefing discussed the measurements and any improvements that could be implemented in the future. * Absolute- and cross-wind speed tolerances are discussed in Section Error! Reference source not found. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 31 6.3 TSPI System Operator 6.3.1 Deployment The TSPI tracking system rover unit was deployed according to Section 4.2.1. While the field team deployed the acoustic, TAMS, and TSPI systems; the Test Director, TSPI System Operator, and Pilot discussed the test flight series to be flown. 6.3.2 During an Event During an event, the TSPI System Operator performed the following: • Selected tolerances for the pilot guidance display. • Verified the Test Director was receiving data from the rover station. • Monitored the TSPI system to verify that the pilot flew within the assigned tolerances. • Recorded actual flight parameters (Power, flaps, speed, and inlet turbine temperature) during the event. 6.3.3 End of Measurement Day At the end of the day the Test Director, TSPI System Operator, and Pilot conducted a second briefing. This briefing discussed the measurements and any improvements that could be implemented in the future. 6.4 Quality Assurance The quality of the measured and processed data is crucial since they will be used to develop noise model input data for the AEDT/INM database and ultimately used in modeling exercises, including environmental analyses in support of ATMPs. Special care was given to inspecting the data in the field during data collection and in the lab during data processing. 6.4.1 Calibration At the beginning of each measurement day, the acoustic systems were calibrated as described in Section 6.1.1 and integrity of the noise floor checked. A calibration was also done at the end of each measurement day to determine if a calibration drift existed during the measurement period. During the source data measurements documented herein no calibration drifts occurred. If a calibration drift of up to 0.5 dB had occurred, then it would have been corrected for during data processing. The MiniFAR software (Section 8.2.1.1) is capable of correcting for calibration drifts during its calculation of noise metrics. In accordance with FAR 36 / Annex 16, if a calibration drift exceeded 0.5 dB, then the data would have been deemed invalid and not included in the data processing. 6.4.2 Time of Day To ensure a uniform time source across all data acquisition systems, a TrueTime Model 705 GPS time code generator was used as the “gold standard” time base during data collection. LD824s, which were the primary recording devices, were set to the time displayed on the time code generator. The Sony Model PC208Ax (DAT) recorders, which were the secondary recording devices, recorded the IRIG B signal from the time code generator directly to one of its channels. Field personnel also used the time code generator when transcribing notes onto field logs. Meteorological stations had their system time synched with the GPS time code. The Volpe Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 32 Center TSPI system, deployed as described in Section 4.2.1, was set to use the identical time base as the TrueTime Model 705, therefore synchronizing the aircraft tracking and acoustic data. During processing, MiniFAR links the acoustic, field log, TSPI, and meteorological data together using this uniform time base. 6.4.3 External Contamination During field measurements three acoustic observers, stationed approximately 100 feet from each microphone, noted in field logs the effects of any potentially contaminating noise sources. These field notes were displayed in the MiniFAR software. Accordingly, the user was able to view these notes in conjunction with a visual display of the event’s sound level time history to determine if the external noise contaminated the event. Events where contamination was seen in the time history by this initial screening process were discarded. During post-process inspection of the generated NPD curves and one-third octave spectral data, the field logs were referred to once again to help identify any external contamination to the data. 6.4.4 Test Aircraft TSPI The TSPI System operator on board the test aircraft monitored the TSPI in real time to ensure the position of the aircraft remained within tolerance during the event. Any events where the aircraft was out of tolerance were discarded and repeated. In addition, the Test Director monitored the test aircraft position with a real-time feed from the TSPI System. Volpe National Transportation Systems Center October, 2010 Environmental Measurement and Modeling Division 33 7 SUMMARY OF MEASURED DATA 7.1 Test Series Descriptions The modeling methodology in INM relies strongly on the source noise and performance characteristics defined in its aircraft noise and performance database. Procedures for using and developing these databases are described in SAE-AIR-184510, the INM Technical Manual, and Doc 2911 / Doc 991112. The aircraft noise and performance database defines the noise source for an aircraft state and is structured in a way that allows the model to reflect how aircraft noise sources change with aircraft state. The test series described in this section were designed to capture the noise source as a function of aircraft state. Typically the state of the aircraft includes the aircraft operational mode (e.g. departure) and its power state, although flap state and speed are also import