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R. John Hansman. Yu, Alison Y.(Alison Yan-Ka) Hansman, Robert John, Massachusetts Institute of Technology. Department of Aeronautics and Astronautics. Massachusetts Institute of Technology. Department of Aeronautics and Astronautics 2019-10-04T21:31:06Z 2019-10-04T21:31:06Z 2019 2019 https://hdl.handle.net/1721.1/122382 1120053390 This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections. Thesis: S.M., Massachusetts Institute of Technology, Department of Aeronautics and Astronautics, 2019 "Alison Y. Yu and R. John Hansman. This report is based on the Masters Thesis of Alison Y. Yu submitted to the Department of Aeronautics and Astronautics in partial fulfillment of the requirements for the degree of Master of Science at the Massachusetts Institute of Technology. The work presented in this report was also conducted in collaboration with: Prof R. John Hansman. Report No. ICAT-2019-07. MIT International Center for Air Transportation (ICAT) Department of Aeronautics & Astronautics Massachusetts Institute of Technology Cambridge, MA 02139 USA"--Additional title page. Cataloged from student-submitted PDF version of thesis. Includes bibliographical references (pages 86-88). The implementation of Performance Based Navigation (PBN), such as Area Navigation (RNAV) and Required Navigation Performance (RNP), has led to aircraft being able to fly designed flight tracks very precisely. This has led to communities citing the concentration of aircraft along one flight track as a noise issue because of the frequent overflights above specific areas. In order to assess the impact of frequent overflights, metrics for understanding the annoyance mechanism were necessary. The metric Nx, which is a count of the number of overflights above the A-weighted maximum sound level (L[subscript A,max]) of xdB during the day and (x-10)dB during the night, was investigated. The metric Nx required analysis of the L[subscript A,max] noise level to count as an overflight, as well as the number of overflights that represented the annoyance threshold. N₆₀ on a peak day with 50 overflights was shown to represent at least 80% of the complaint locations at BOS, MSP, LHR, and one runway at CLT. Alternatively peak day DNL is also shown to be a possible representative noise metric and will also be investigated. A noise metric representative of the impacts of frequent overflights allowed for communication of analysis results for possibilities for dispersed flight tracks. Important ways to communicate analysis results to stakeholders included: overall increase or decrease in population exposure to N₆₀ on a peak day with 50 overflights, the change in the number of N₆₀ overflights for the areas of impact, and presentation of the data that allowed stakeholders to understand the impact within the boundaries of their specific representative area. These tools will allow communities to understand the noise impacts of the procedures considered and will support the stakeholder decision processes. "This work was sponsored by the Federal Aviation Administration (FAA) under ASCENT Center of Excellence Project 23, Cooperative Agreement 13-C-AJFE-MIT-008 and by the Massachusetts Port Authority (Massport)"--Page 5 by Alison Y. Yu. S.M. S.M. Massachusetts Institute of Technology, Department of Aeronautics and Astronautics 118 pages eng Massachusetts Institute of Technology MIT theses are protected by copyright. They may be viewed, downloaded, or printed from this source but further reproduction or distribution in any format is prohibited without written permission. http://dspace.mit.edu/handle/1721.1/7582 Aeronautics and Astronautics. Aircraft noise modeling of dispersed flight tracks and metrics for assessing impacts Thesis application/pdf 2019-10-04T21:31:00Z Publication Master Aero unknown unknown <Publication xmlns="https://www.openaire.eu/cerif-profile/1.1/" id="968fa03d-6aaf-4c32-8645-616ee769fc22"> <Type xmlns="https://www.openaire.eu/cerif-profile/vocab/COAR_Publication_Types">http://purl.org/coar/resource_type/c_1843</Type> <Language>eng</Language> <Title>Aircraft noise modeling of dispersed flight tracks and metrics for assessing impacts</Title> <PublishedIn> <Publication> </Publication> </PublishedIn> <PublicationDate>2019</PublicationDate> <Authors> <Author> <DisplayName>Yu, Alison Y.(Alison Yan-Ka)</DisplayName> <Affiliation> <OrgUnit> </OrgUnit> </Affiliation> </Author> <Author> <DisplayName>Hansman, Robert John,</DisplayName> <Affiliation> <OrgUnit> </OrgUnit> </Affiliation> </Author> </Authors> <Editors> </Editors> <Publishers> <Publisher> <DisplayName>Massachusetts Institute of Technology</DisplayName> <OrgUnit /> </Publisher> </Publishers> <License>http://dspace.mit.edu/handle/1721.1/7582</License> <Keyword>Aeronautics and Astronautics.</Keyword> <Abstract>The implementation of Performance Based Navigation (PBN), such as Area Navigation (RNAV) and Required Navigation Performance (RNP), has led to aircraft being able to fly designed flight tracks very precisely. This has led to communities citing the concentration of aircraft along one flight track as a noise issue because of the frequent overflights above specific areas. In order to assess the impact of frequent overflights, metrics for understanding the annoyance mechanism were necessary. The metric Nx, which is a count of the number of overflights above the A-weighted maximum sound level (L[subscript A,max]) of xdB during the day and (x-10)dB during the night, was investigated. The metric Nx required analysis of the L[subscript A,max] noise level to count as an overflight, as well as the number of overflights that represented the annoyance threshold. N₆₀ on a peak day with 50 overflights was shown to represent at least 80% of the complaint locations at BOS, MSP, LHR, and one runway at CLT. Alternatively peak day DNL is also shown to be a possible representative noise metric and will also be investigated. A noise metric representative of the impacts of frequent overflights allowed for communication of analysis results for possibilities for dispersed flight tracks. Important ways to communicate analysis results to stakeholders included: overall increase or decrease in population exposure to N₆₀ on a peak day with 50 overflights, the change in the number of N₆₀ overflights for the areas of impact, and presentation of the data that allowed stakeholders to understand the impact within the boundaries of their specific representative area. These tools will allow communities to understand the noise impacts of the procedures considered and will support the stakeholder decision processes.</Abstract> <Access xmlns="http://purl.org/coar/access_right" > </Access> </Publication>