AD-A012 373

COMMERCIAL AIRCRAFT NOISE DEFINITION.- L-1011 TRISTAR.VOLUME III - PROGRAM USER'S MANUAL

Lockheed-California Company

Prepared for:

Federal Aviation Administration

September 1974

DISTRIBUTED BY:

National Technical Information ServiceU. S. DEPARTMENT OF COMMERCE

Report No. FAA-EQ-73-6,111206046

COMMERCIAL AIRCRAFT NOISE DEFINITION-L4011 TRISTAR

q ,Volume Ill-Program User's Manua!

C Natha Shapiro, et al

"Lockheed Calfoiiia Company

A Division of Lockheed Ahkaft CorporationP.O. Box 551

Burbank, California 91520

D D

241975

LO L:5UD1EC

SEPTEMBER 1974 D

FINAL REPORT

C, •'.••"v

"U.S. DEPARTMENT OF TRANSPORTATIONE AVIATION AOMMlSTRATON

Ofte of Evirarmatl Quaity

WashlqtnS, HC. 20591

BestAvai~lable

Copy

Technical Report Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient s Catalog No.rAA-Eq-73"6, II I I4. Title and Subtitle 5. Report Date

Ccmmercial Aircraft Noise Definition - L-lOl1 Tristar. September 1974

Volume III Program Userts Manual 6. Performing Organso.,on 'ode

7. _ _ _ _ _ _ __ g 11. Performing Organization Revort No.7. Autkor/s)I

Nathan Shapiro, et al LR 260759. Performing Organzaoton Name and Address 10 . Work Unit No. (TRAIS)

Lockheed-California CompanyA Division of Lockheed Aircraft Corporation 11. Contract or Grant No.

P.O. Box 551 DOT-FA73WA-3300"I. Burbank, California 91520 13. Type of Report and Period Covered

12. Sponsoring Agency No-e and Address Final ReportDepartment of Transportation Fina R eptFederal Aviation Administration June 1973 - Sept. 1974Office of Environmental Quality 14. Sponsoring Agency Code

Washington, D.C. 2059115. Supplementay Notes

16. Abstract

Calculation procedures to describe airplane noise during takeoff and approach havebeen programmed for batch operation on a large digital computer. Three routines areincluded. The first normalizes far-field noise spectra to reference conditions andthen determines spectra at various distances from the airplane, for airport elevationsbetween sea level and 6000 feet and ambient temperatures between 30OF and 1000F.Overall sound pressure levels, A-weighted noise levels, perceived noise levels, andeffective perceived noise levels are calculated. The second routine uses aerody-namic and engine thrust data to produce takeoff and approach flight path description.The basic takeoff is at constant equivalent airspeed, with thrust reduction oracceleration option after gear-up. The approach is along any constant glide slopebetween 3 and 6 degrees at constant airspeed, with a two-segment option. The lastroutine combines noise propagation and flight path information to produce constantnoise contour "footprints ." The program has been exercised on Loclheed L-lOll-1Tristar/Rolls-Royce RB.211-22 data, providing results in EPNdB and dBA.

"o Volume I contains detailed discussion of the calculation procedures."o Volume II includes L-lOll-1 noise propagation and airplane performance and samples

of contours."o Volume flr presents the logic behind the calculations and outlines the computational

procedures.o Volumes IV and V describe the computer program and give instructions for its

operation.

17. Key Words I18. D•strlbutlon Stetement

Acoustics Noise ContoursAircraft Noise Noise FootprintsAircraft PerformanceNoise Propagation

19. seuiy2asl a hsrpr)-0. Security Classol. (of this page) 21. No. of Poeges 22. SeuiyCasl (ttu eot P IE U Jr o iAt~Unclassified Unclassified

Form DOT F 1700.7 8-72) Reproductiom of completed poge outhorized itt" '

1K u .... :'5

U.'

TABLE OF CONTENTS

Section Page

FIGURES ii

NOMENCLATURE iii

1 INTRODUCTION 1-1

2 PROGRAM CAPABILITIES 2-1

3 MATHEMATICAL MODEL 3-1

3.1 NOISE PROPAGATION 3-2

3.1.1 Propagation Input Parameters 3-33.1.2 Propagation Calculation 3-3

3.2 TAKEOFF PERFO1MANCE 3-7

3.2.1 Brake Release to Rotation 3-83.2.2 Rotation to Liftoff 3-93.2.3 Liftoff to 35 Feet 3-93.2.4 35 Feet to Gear Up 3-93.2.5 Three Flight Options After Gear Up 3-10

3.3 APPROACH PERFORMANCE 3-18

3.4 NOISE FOOTPRINT 3-20

3.4.1 Footprint Input Parameters 3-203.4.2 Footprint Calculation 3-21

3.5 FLOW DIAGRAM 3-23

4 PROGRAM APPLICATION 4-1

4.1 SUBSTANTIATION WITH FLIGHT TEST DATA 4-2

4.2 TYPICAL PROGRAM USE - SAMPLE CASES 4-8

4.2.1 Noise Data Generation - Noise 4-9Propagation Program

4.2.2 Climb Noise 4-334.2.3 Approach Noise 4-49

5 SUMMARY 5-1

REFERENCES R-1

14/

FIGURES

FIGURE TITLE PAGE

3.2-1 Schematic - 3 Engine Takeoff and Climbout at 3-13Constant Speed

3.2-2 Schematic - 3 Engine Takeoff and Accelerated Climb 3-14After Gear Up

3.2-3 Schematic - 3 Engine Takeoff and Climbout at Constant 3-15Speed with Thrust Cutback After Gear Up

3.2-4 Flight Test Time to Climb from Liftoff to 35 Feet 3-16

3.2-5 Flight Test Gear Up Height 3-16

3.2-6 Flight Test Takeoff Speed Schedules 3-17

3.5-1 Flow Diagram of the Noise Definition Program 3-24

4.1-1 Normal Takeoff Flight Path Comparison with Flight 4-4Test - Graphical

4.1-2 Normal Takeoff Flight Path 4-5

4.1-3 Normal Takeoff Flight Path Comparison with Flight 4-6Test - Tabular Data

4.1-4 Normal Approach - Noise Levels Along Flight Path 4-7

4.2-1 Sample Program Input - Noise Propagation Program 4-10

4.2-2 Sample Program Output - Tabular Data (Noise 4-n1(a-u) Propagation Program)

4.2-3 Sample Plotted Data - Effective Perceived Noise 4-32Level Propagation

4.2-4 Sample Program Input - Noise Definition Program 4-34

4.2-5 Sample Program Output - Tabular Data for a Normal 4-35(a-l) Takeoff

4.2-6 Sample Program Output - Plot Data for a Normal 4-47(a-b) Takeoff

4.2-7 Sample Program Output - Tabular Data for a One- 4-50(a-g) Segment Approach

4.2-8 Sample Program Output - Plot Data for a One-Segment 4-57(a-b) Segment Approach

ii

NOMENCLATURE

"SYMBOL UNITS DESCRIPTION

EnII FORTRAN,

a ACC KTAS/SEC Calculated level-flight ac,-eleration.

a, ACCI KTAS/SEC Acceleration. An input.

area AREA SQ. ST. MI. Area enclosed by contour (cumulative vs. x).

ATMOS - An atmosphere subprogram. Entrý i"with a pressure altitude; HP, HTP, orHave. Returns include the parametersDT, TRAT, DELTA, SRSIG, and Ce.

C C METERS/SEC Speed of sound.

CBFAC CBFAC NON-DIM. Thrust cutback factor. A decimalbetween 0. and 1.0. An input.

C CIALF - An input array of CL as a function ofLa angle of attack (a) for various flap

settings.

CD CD NON-DIM. Drag coefficient.

CDTRIM CDTRIM NON-DIM. Engine-out trim drag coefficient.

Ce CE KEAS Speed of sound.

SCL CL NON-DIM. Lift Coefficient.

CLCD - An input array of CD as a function ofCL for various flap settings.

CLlof CLLOF NON-DIM. Lift-off lift coefficient.

C-rms CLRMS NON-DIM. A root-mean-square value of liftcoeeficient. A return fron subprogramRMS.

C CiS - An input array of stall lift coefficientas a function of flap setting.

CN CN NON-DIM. Engine-out moment coefficient.

d D/ FT. Flyover distance to which spectra isDDTAB(I) to be attenuated.

D DRAG LB. Drag*

Do DC PNdB Duration correction.

Do DO FT. Distance for input data.

Dwm DWM LB. Engine-out windmilling drag.EGA EGA dB Extra ground attenuation.

EPR EPRT NON-DIM. Engine pressure ratio. An input array.EPNL EPNL EPNdB Effective perceived noise level.FF FF NON-DIM. Correction factors for -22C engines.

iii

NOMENCLATURE

SYMBOL UNITS DESCRIPTION

Engr. FORTRAN

- FIAPV DEG. Flar leflection that reflects flapretraction.

FLAP FLAP DEG. Flap selection for takeoff. An input.

FLATR FIATR DEG. C Engine flat rating. A delta temperatureabove standard. An input.

FN FN LB. Engire thrust. (per engine)

FNEo FNEO LB. Thrust required for level flight with awing engine out.

FNTAB FN LB. Thrust required for approach from aWeight-Thrust table.

grad GRAD NON-DIM. Climb gradient after gear up.

H H FT. Geometric height above ground.

lip, Have FT. Average pressure altitude.

SHP/H FT. Pressure altitude (airport). An input.

HTcB CBHT FT. Engine cutback altitude. An input. Apressure altitude.

HTG HTG FT. Geometric height or altitude (above sealevel).

HTGu GUHT FT. Heigat or altitude above sea level forgear up.

HTGU GUHTO FT. Height above 35 feet for gear up. Athird degree curve fit of flight testdata. A function of flight path angleat liftoff (1of).

HT p HTP FT. fresure height or altitude (above sealevel).

i I NON-DIM. 1/3 ocvve band number. i-1 is 50 Hrband.

IEPR IEPR NON-DIM. Engine pressure ratio. Interpolated forin e E?r table as a function of FN/6and .kaeh ,umber.

KK KK NON-DIM. An input array of correction factorsto allow for a match of flight testnoise profiles with the mathematicalsimulation.

L - LB. Lift.

LA u dB A. A - sound level.

iv

NOMENCLATURE

SYMBOL UNITS DESCRIPTION

Engr. FORTRAN

Lavei L dB* Average normalized 1/3 octave band SPL.

LC IC dB Level on centerline.

Li L dB* 1/3 octave band sound pressure level.

Ls Is dB Level on sideline.

Li ILL dB Level with Extra Ground Attenuation

L2 LLL dB Level without Extra Ground Attenuation.L200,i L dB* 1/3 octave band SPL at 200 ft and

reference conditions.

M MACH NON-DIM. Mach number.

MAVE NON-DIM. Average Mach number. Ratio of Vave toCe.

M1 of MLOF NON-DIM. Mach number at liftoff.

14ofl MLOF1 NON-DIM. Mach number at liftoff.

NE/NEin NE/NENGO/ Number of engines./NEout NENGIN NON-DIM.

NIA- XNl PERCENT Normalized fan speed. (100% is 3900 RPM), OASPL OASPL dB* Overall sound pressure level.

OBSPL dB* Octave band sound pressure level.

0S OS NON-DIM. Multiplier. Overspeed factor.1.05 is 5% overspeed, for example.

p PRESS INCHES Hg Ambient pressure.

P Pascals Ambient pressure.

PNL PNL PNdB Perceived noise level.

q Q LB./FT.2 Dynamic pressure.

-QKTRP3 - A trivariate interpolation subprogram.Entry is with a pressure altitude,Mach number, temperature increment, andTHRUST array. An interpolated value ofthrust (FN) is the return.

R R FT. Slant distance to the flight path.

RAT RAT NON-DIM. Minimum computed*thrust cutback factor.

(j R FT. Distance to flight path with thevelocity correction.

Re Equivalent earth radius. 6353.5 Km orOS ft.

*Reference: 0.0002 microbar

!• v

NOMENCLATURE

SYMBOL UNITS DESCRIPTION

FORTRAN

Relative RLTHUM PERCENT Relative humidity.Humidity

RNS RIM A subprogram which calculates the root-mean-square value of an initial and finalvelocity. The rma velocity is used tocalculate an associated rms value of liftcoefficient, CLrmsr, which is a return fromthe subprogram.

R/C or R/D ROC FT./SEC. Rate-of-climb or rate-of-descent. Tapeline.

R, R1 FT. Distance to flight path for a givenlevel without EGA.

R2 R2 FT. Distance to flight path for a givenlevel with EGA.

S 3 FT2 Wing area. (3456 FT2 ). An input.

SA FT. Downrange distance during groundacceleration from brake release torotation.

Sc SC FT. Downrange distance during climb fromliftoff to 35 feet.

Sclmb SCIMB FT. Incremental downrange distance duringgear up climb.

SGU TSGU FT. Downrange distance for the climbsegment from 35 ft. to gear up.

STOT TDIST FT. Total downrange distance.Sr SR FT. Downrange distance during ground

acceleration from rotation to liftoff.

t TTW DEG. F Ambient temperature.

T TW - DEG. K/LB. Temperature or total thrust.

Tamb TAMB DEG. F Ambient temperature at altitude.

Tamb, TAMBI DEG. F Ambient airport temperature. An input.

Tclm TCLMB SEC. Time to climb from liftoff. A thirddegree curve fit of flight test data.A function of flight path angle atliftoff (-lof).

vi

NOMENCLATURE

SYMBOL UNITS DESCRIPTION

gr. FOR N

TClmb TCINBV SEC. Time increment for climb after gear up.A fixed value for all climbs except thrustcutback, wherein a value is calculated.

TEX TEX LB. Excess thrust.

TFAC TFAC NOW-DIM. Thrust multiplier. An input.

TST TSTD DEG. K Standard temperature.

TFNL TPNL PNdB Tone corrected perceived noise level.

TRAT TRAT NON-DIM. Temperature ratio, TAMB/TSTD. Returnfrom ATMOS.

THRUST LB. Engine thrust. An input array ofengine thrust as a function of altitudeand Mach number.

TRP2 A bivariate interpolation subprogram.Entry is with a bivariate array (EPR;CICD; CLALF) and two independentvariables (FN/DELTA, Mach number; CL,Flap setting). An interpolated value ofa dependent variable (IEPR, CD, ALPHA)is the return.

(T/W)lo• TWLOF NON-DIM. Thrust to weight ratio at liftoff.

V VAVE KEAS Average velocity.

Ve VE KEAS Equivalent airspeed.

Vinit VINIT KEAS Initial velocity.

Vlof VLOF KEAS Liftoff speed.Vlof VVLOF KEAS Liftoff speed.

VR VR KEAS Velocity at rotation.

Vs VS KEAS Stall speed.

Vt V KTAS Velocity for input data of approach.

VT TAS KTAS True airspeed.V2 (2) V2(2) KEAS Airspeed at 35 feet after engine failure.

V2 (2)+10 V2(2)+10 KEAS Climb airspeed after gear up.

V2 ten V2TEN KTAS V2 speed plus 10 KTAS.

C V2 (3) V3 KTAS Three engine true airspeed at the 35 footpoint.

vii

NOMENCIATURE

SYMBOL UNITS DESCRIPTION

Engr. FORTRAN

VW VW KTAS Adjusted wind velocity.

V VWI KTAS Wind velocity. Input.Vi - A tail wind.

+ - head wind.

W W LB. Airplane takeoff weight. An input.

Wai dB. A-weighting.

W/WCORR W/WCORR LB. Uncorrected (W) or energy correctedweight (WCORR).

X X/XX FT. X distance along flight pathprojected to the ground.

Xt XPJ FT. X intercept of noise level on theground on the extended runway centerline.

X" XPPJ FT. X intercept of noise level on the groundon the sideline.

Zp ZP KM. Pressure altitude.

ta ALPHA DEG. Angle of attack.

0ai ALPHA dB/iOO0 1/3 octave band absorption coefficientFT. for the input conditions. Calculated

by ARP 866.

aoi ALPHAO dB/iO00 1/3 octave band absorption coefficientFT. for the FAR day conditions.

ari ALPHAR dB/iO00 1/3 octave band absorption coefficientsFT. for the reference day conditions.

- DEG. Angle of elevation to aircraft alongcone of max. radiation.

71of GAMLOF DEG. Flight path angle at liftoff.

8 DELTA NON-DIM. Ambient to sea level pressure ratio,Pamb/Po.

AFN DVCORR LB. Incremental thrust due toincremental approach speed.

SFNVv B*VW LB. Incremental thrusr, due to wind.

AH DELH FT. Altitude or height increment. Set at aninitial value of 63 ft. in the climb from35 ft. to gear up climb segment.

viii

C•NOMRSC IATURE

SYMBOL UNITS DESCRIPTION

Engr. FORTRAN

AH DELII FT. An altitude increment forgear up climb.

AHTGu HTGU FT. Calculated delta height from 35 feet togear up. This accounts for an increasein true airspeed in this segment.

A(Nl/49) DINA PERCENT Increment to NI/T.DNE subscripts

alt - due to aircraft pressure alt.EPR - due to angine pressure ratio.

AT DT DEG. C Temperature increment. Differencebetween current and standard-daytemperature at altitude. A return fromATMOS.

At DTDS SEC. Incremental time to climb.

C AV DELV KTAS Incremental approach speed above 1.3 VS.

0 PITCH DEG. Vehicle pitch angle with respect to theground.

0 THETA DEG. Assumed angle of radiation measured frominlet.

Ar MUR NON-DIM. Coefficient of rolling friction. Set at0.015.

p RHO KG/M 3 Atmospheric density.

pc RHOC MKS raylce Characteristic impedence.SRSIG NON-DIM. The square root of density ratio. A

return from subprogram ATMOS. Establishesan equivalence between true airspeed andequivalent airspeed.

SLOPE RADLAM• Airport runway slope.-Down, + Up. An input.

Abbreviations

BR Brake releaseROT RotationLOF or lof Liftoff

C 35 35 foot pointGU Gear up

ni.

SECTION 1

INTRODUCTION

The detailed discussion of the procedures and calculations for determining the

noise patterns resulting from takeoff and approach operations of a commercial

transport is presented in Volume I of this five-volume report. Performance

anO. noise data for the Lockheed L-101-I Tristar are contained in Volume II.

This Volume III presents a description of the logic and the procedures for the

noise definition calculations which have been developed into a digital-computer

program. Sufficient detail is included to permit judgments to be made regard-

ing the applicability of the program to any particular noise study.

The aircraft noise definition analysis described he:e starts with the airplane/

engine's far field noise signature in the form of one-third octave band sound

pressure level spectra at a reference distance from the airplav,, at a refer-

ence airport elevation, ambient temperature, and relative humidity. Then thenoise versus distance-from-airplane characteristics may be calculated and used

in conjunction with the airplane's distance irom any desired point on the

ground to determine the noise level at that point. The airplane's distance is

provided by the performance subroutine which generat',s either the takeoff or

approach flight path. Ground noise patterns are generally produced as noise

directly under the airplane as a function of distance from an airport refer-

ence point or as constant noise contours (footprints) at preselected noise

levels. The airp]ane performance calculations are based on normal takeoff

and approach operating procedures. However, sufficient flexibility has been

included to permit noise evaluations of variations in operational procedures.

ii-

SECTION 2

PROGRAM CAPABILITIES

A purpose of the Comnercial Aircraft Noise Definition study reported in theseveral volumes of this report is to develop and illustrate a computational

procedure which will produce the noise patterns on the ground produced during

takeoff and landing operations of an airplane in the vicinity of an airport.These noise patterns may then be used for comparing airplanes, for evaluatingoperational procedures, and for integrating into the total noise impact ofthe air traffic at an airport. The computational procedure consists of twoparts, or subroutines, each providing independent output data which may be

used by themselves or used as input to the noise pattern calculations. These

subroutines produce noise propagation data and airplane performance, takeoff

or approach, data for use in the footprint routine which produces the noise

patterns.

The noise propagation calculation subroutine provides a means for determining

far-field noise source characteristics, or signatures, from measured or pre-dicted acoustic spectra and for calculating noise versus distance data fromthese signatures. The acoustic signature generation may be accomplished frommeasured or calculated noise spectra and durations at any far-field distancefrom the airplane and at any atmospheric conditions within the scope of SAEARP 866 (Reference 1 ) and at any engine thrust condition. These spectra and

durations are normalized to a 200 foot flyover distance from the airplane ona FAR Part 36 reference day (sea level, T70 F, 70% relative humidity). Thisportion of the calculation routine thus provides a procedure for normalizirg

flyover noise measurement data to reference conditions. If noise at severalthrust settings is available, then the dependence of noise on thrust atreference conditions is available. The noise is in the form of one-third-octave or octave band spectra, overall level, A-weighted noise level, perceived

noise level, and effective perceived noise level. If other noise weighting

are desired, then they may be introduced into the calculation program. The

remainder of the calculation procedure determines, starting with the 200 foot

spectral signatures, noise versus distance at ary atmospheric conditions

2-1

V,

specified and for all the noise level forms above. A complete description

then exists for the noise characteristics of the airplane/engine and of the

noise propagation characteristics at any atmospheric conditions at airport

elevations from sea level to 6000 feet.

The airplane performance subroutine is comprised of two separate routines.

The takeoff section provides the necessary data in the form of geometric

altitude, distance from brake release, speed, engine data Nl/9rV for input

to the footprint program. The approach section provides the same data,

except that distance to threshold is used. When used as part of a combined

program, these performance sections provide the data to the footprint pro-

gram for the bpecific cases required (see Section 4.2, Figure 4.2-3). These

data can also be output in tabular form alone (see Section 4.2, page 4-38)

without any output from the footprint program.

Three specific types of' takeoff flight profiles can be produced. One is a

takeoff and climbout at constant velocity after gear up; another is a takeoff

and climbout with an accelerated climb after gear up; the third is a takeoff

and climbout with the option of a thrust cutback after gear up. Approach

may be along any glide slope between 3 and 6 degrees or may be a two-seg-

ment maneuver with the two glide slopes intersecting at any predetermined

altitude.

The noise footprint routine combines airplane flight path data with noise

propagation data in the calculation of noise on the ground during takeoff

and approach maneuvers. The flight path and propagation data may be the

output of the program subroutines discussed above or may be available from

other sources. The footprint program calculates noise directly under the

flight path and along a sideline one-quarter nautical mile from the flight

path projection and calculates the coordinates of points on the ground where

any specified maximum noise levels are attained. Constant noise contours for

the specified maximum levels may then be drawn through the calculated points

either by hand or by means of a machine plotting routine. The specified

noise levels may be any physical, weighted, or computed levels for which

propagation information is available, either from the noise propagation

routine or from some other source.

2-2

An integration for area within a contour is performed when the maximum noise

point coordinates are being calculated and the total area enclosed by a given

contour accompanies the contour closing point. lontour-enclosed areas provide

an indication of comunity exposure to various levels of noise during operation

of an airplane. They may also be used for evaluating the impact of airplane

variations, such as weights and flap angles, and for studying the effects of

procedural variations, such as takeoff thrust cutback and two segment approach.

The footprint data, as well as the noise propagation data, may also be used

for inclusion in calculations of cumulative noise exposures resulting from the

total siz traffic at an airport during any period a,:' time.

The aircraft noise definition program discussed above is believed to be a

comprehensive and powerful tool for noise studies of airplane operations in

the vicinity of airports.

2-3

SECTION 3

MATHMMTICAL MODEL

The calculation of the noise patterns for an airplane flyover is done by a

series of routines. The noise propagation routine starts with a far-field

input spectrum or a group of spectra, either measured or predicted, and adds

appropriate attenuation to get noise versus distance from the noise source.

The noise ma; be shown as A-noise level, perceived noise level, effective

perceived noise level (References 2 and. 3 ), or some other weighted level or

subjective noise measure. A noise versus distance propagation characteristic

is determined for various engine thrust settings in the range of interest.

The performance routine is used to calculate the takeoff or the approach

flight paths, including the airplane velocity and the engine power setting.

Included in the takeoff portion of the routine are options for thrust cut-

back or for airplane acceleration during climb after gear up. The approach

portion of the routine incorporates the capability for use of any glide

slope between 30 and 60 and for the use of a two segment approach. The

equations and methods deve3 'ped by the Lockheed-California Company Commercial

Engineering Flight Test organization (Reference 14) were used and adapted for

the performance routine.

Finally, the footprint routine utilizes distances from the airplane flight

path, from the performance subroutine, and noise versus distance, from the

noise propagation subroutine, to calculate the coordinates of constant noise

positions on the ground and generates the plots of the constant noise

contours. In Section 3.5 a general flow diagram cr the complete computation

program is presented as an aid toward understanding the interplay among the

several routines.

3-1

3.1 NOISE PROPAGATION

The noise propagation subroutine calculates noise levels versus distance, for

a given set of conditions of airport elevation, ambient temperature, and

relative humidity using spherical spreading (inverse square) attenuation and

extra air attenuation (EAA) due to atmospheric absorption as defined in the

proposed revision to SAE ARP 866 (Reference 5 ). The calculation is done both

without and with extra ground attenuation, using a mathematical model of SAE

AIR 923 (Reference 6 ), to provide propagation characteristics for the two

extreme cases of essentially vertical noise paths from the airplane and of a

horizontal path close to the ground. A homogeneous atmosphere is assumed;

i.e. temperature and relative humidity are constant over the entire noise

path. For the over-the-ground propagation calculation, shielding of the noise

from far-side engines by turbulent exhaust from near-side engines is assumed,

and only half the number of engines is considered as contributing to the noise.

The levels calculated by the subroutine are one-third octave-band sound

pressure levels (SPL), overall sound pressure level (CkSPL), and octave-band

sound pressure levels (OBSPL), in units of dB re 0.0002 microbar; A-weighted

noise level (LA), in dBA; perceived noise level (PZL) and tone-corrected

perceived noise level (PNLT) in PNdB; and effective perceived noise level

(EPUL) in EPNdB. Noise signatures for the airplane/engine noise source are

first required, at any distance from the source and at any meteorological

conditions included in ARP 866, in the form of one-third octave-band sound

pressure levels. These may be measured or calculated spectra. These signa-

ture spectra are normalized to a 200 foot from noise source sideline distance

for a FAR Part 36 reference day (sea level, 770 F, 70% relative humidity) and

then averaged. The averaged, normalized spectrum may then be modified to

any other set of conditions and to various specified distances, calculating

the noise levels listed above. Normally distances of 200, 370, 800, 1600,

3200, 6o00, and 12,800 feet are specified, but other diLtances may be used.

Distances of less than 200 feet should be avoided, partir:ularly with large

engines, since these may be in the near field where the far-field propagation

0-2

assumption of the program will not be valid. If noise signature data are

available for various engine thrust settings, then a noise versus distance

calculation will be carried out for each specified thrust condition.

3.1.1 Propagation Input Parameters

For each set of conditions for which data are available for normalization

to 200 foot noise signatures, the following inputs are needed: measured or

predicted one-third octave-band spectra, temperature in degrees Fahrenheit,

relative humidity, atmospheric pressure in inches of mercury, number of

engines, distance to source (flyover or radial), angle of noise radiation,

aircraft velocity in KEAS, and duration correction. For each set of output

conditions for the noise propagation calculation it is necessary to specify

a table of distances for which attenuations are to be calculated, number -f

engines, lower and upper frequency band for which tone corrections are to be

allowed, pressure altitude at the airport elevation, temperature deviation

from ISA standard in degrees Centigrade, and relative humidity. As many

input spectra as available may be entered and averaged, and as many sets of

output conditions as desired may be run for each case.

3.1.2 Propagation Calculation

The subroutine takes each input spectrum and eaca spectrum developed in the

course of the calculations and calculates OASPL, LA, PNL, PULT, OBSPL, and

EPNL. The overall sound pressure level is calculated by summing the one-

third octave-band levels logarithmically.

Accordingly,

OASPL = 10 LOG 2410 E. anti" n (TLi/lO) (3.1-1)il

The A-noise level is calculated in a similar manner to OASPL after the A-weighting values from IEC 179-1965 (Reference 2) are added to each one-

third octave-band level.

=LA 10 LOG 24 /+El A 10 E antilog N .L i) (3.1-2)

3-3

Perceived noise level and tone-corrected perceived noise level are calculated

by the method outlined in PAR Part 36, Appexdix B (Reference 3). The octave

band sound pressure levels are calculated logarithmically, summing the one-

third octave-band levels in groups of three.

3k0BsPLk = 10 olo z atilog (Li/lO) dB (3.1-3)

i = 3k-2

for k = i, 2, .. 8,

The subroutine will, for each case, take any number of one-third octave band

spectra at the given conditions and normalize them to 200 feet, FAR Part 36

reference day, for t h e specified number of engines and then take an average

of the normalized spectra, duration corrections, and radiation angles. If the

input distance is a radial distance to the aircraft, it is converted to fly-

over distance by multiplying by sin 0. To normalize the spectra:

L i = Li + 20 LOG 10 (Do/20) + (Do - 200) / (1000 sin 9) Mi

+ (200/(1000 sin e)) ( c -toi)+ LpcO + LOG N dB (3.1-4)

where: D is the input flyover distance ft.0

is the radiation angle deg.i.is the absorption coefficient for the input conditions dB/loOOft.

calculated from the temperature and relative humidity as inARP 866 (Reference 3)

Oroi is the absorption coefficient for the FAR day dB/100ft.

i is the one-third octave-band number(50 Hz band is number 1)

LPco is 10 LOG1 0 (410/Pc) for the test conditions

ALOG N is the adjustment factor for the number of engines, equal

(to 1lOG 10o (•1o0dt/lin)

Pc is calculated from the input temperature (t) and pressure (p)using the following relationships derived from the ideal gas

Slaws Rayles

T - (t + )459.67)/1.8 to convert from OF to OK.

P - 3386.39 p to convert from inches of mercury to Pascals

3-4

p = P/(287.053 T) is the density kilograms/meter 3

c -401.874 T is the speed of sound meters/sec

To i:ormalize the duration correction to 200 feet and 160 knots add 10 LOGo

(1.25 V/Do). If there is more than one spectrum, the average is found by

Lave,i= 0 k = 1 10 (Li,k/lO)] /n (3.1-5)

where i is the band number and k is the spectrum number. The noise radiationangles (e) and the duration corrections are also averaged, but they are

averaged arithmetically. If the input spectra are for a 200 foot FAR day,

then thfý spectra are already normalized and therefore are used as entered.

Once the average normalized spectra are known, they are adjusted to the output

conditions. To do this the ambient temperature in degrees Fahrenheit (t),

the atmospheric density (p), and the speed of sound (c) must be found from

the altitude (H) and temperature deviation (A).

Accordingly, Z = .0003048 H km (3.1-6)P

H p = 63535 pz /(Z + 6353-5) km (3.1-7)

ISA 288.15 -6.5 H OK (3.1-8)

T = TI1A + AT oK (3.1-9)

t = 1.8T -459.67 °F (3.1-10)P = 101325 (288 .15/TISA) Pa (3.1-11)

P = '/(287.053 T) kg/ 3 (3-.1-12)c ý z87ý4T •r/sec (3.1-13)

To adjust the spectrum to these conditions.

L200,i = L +a,200/(l000 sin e)) (aoi - cy) + LPCr)

d (3.1-14)

where 0yri is the absorption coefficient for the

output temperature and relative humidity

Lpcr is 10 LOG 10 (pC/410) for the output !onditions

The 200 foot reference day spectrum is attenuated "co other distances ising

inverse square attenuation and extra air attenuation.

3-5

Li L 200,1 Go (d/200) - ((d-200)/lO00 sin e) Uri dB (3.1-15)

where d is the distance to the flight path in feet

In addition, the duration correction is modified for .distance by adding

10 LOG1 0 (d/200) to the normalized duration correction.

Extra ground attenuation (EGA) is calculated by a mathematical model of

Figure 4 of AIR 923 (Reference 6 ). To account for the effect of distance,

a four segment model is used. With Rgthe radial distance from the source,

For 100 < Rg 1000EGA3 = 3.498078 P100O (3.1-16)

EGAM = .7 + 1.2 (LOG 1 o Rg- 2)3.8707 (3.1-17)

For l000 5 Rf 2500

EGA3 = 3.498078 + 2.875692 ((LOGIO 1 3)/.39794)'8 (3.1-18)

EGA4 = 1.9 + 2.85 ((LOG!0C3) /.39794)"8719 (3.1-19)

For 2500 Ri 4000

EGA3 = 6.37377 + .404659 ((LOGIl 0 3.39794)/.204i2) .024 36 4 3 (3.1-20)

EGA4 = 4.75 + .35 ((Lo•103.3979)/.2ozi)'975 (3.1-21)

Fr g• 4 oo00

EGA3 = 6.-i78 4 3 (3.1-22)

EGA4 = 5.1 (3.1-23)

To account for the frequency effects in the model

EGA i = EGA4 + EGA3 LOGl 0 (fi/53) dB (3.1-24)

If f is greater than 1700 Hz, then 1700 Hz is used.

Then,

"L, =-- "I - EGA, - 5 Io(•Eout) dB (3.1-25)

The results of a propagation calculation, without extra ground attenuation,

are illustrated in a sample plot in Section 4 of this report.

3-6

3.2 TAKEOFF PERFORMANCE

This section describes the subroutine which calculates the takeoff flight

path from brake release (BR) to about 9500 feet above sea level (ASL) for

three different prodeduzes. All flight paths reflect all engine operation

and FAA approved aerodynamic data, thrust characteristics, and speed relation-

ships. The all engine distance to 35 feet iiz actual and does not include the

15 percent factor associated with FAR field lengths.

The primary flight path is a 3 engine takeoff and climbout at constant equi-

valent airspeed after gear up. Another path is a 3 engine takeoff and climb-

out to gear up with the option of a thrust reduction at any point after gear

up. During accelerated flight after gear up, the third option, normal cleanup

procedures (flap retraction) are followed. The flight path is broken into a

number of convenient increments, called segments.

The 1962 Standard Atmosphere (Reference 7) is used throughout for all calcu-

lations.

The program uses equations and methods developed by Flight Test (Reference 4)

that describe a takeoff and climbout from brake release to a point where the

aircraft is at about 9500 feet above sea level (Figure 3.2-1). Using FAA

approved thrust, drag, and speed relationships, the aircraft is accelerated

from BR to rotation (ROT), ROT to liftoff (LOF), and LOF to a point where the

aircraft is at 35 feet (AGL). Then the aircraft is accelerated from the velo-

city at the 35 foot point (V2 (3 engine)) to a speed equivalent to the engine

out speed (V2 (2 engine)) plus 10 knots at gear up. After gear up this speed

is maintained to about 9500 feet (ASL) with the flap setting used for takeoff.

At gear up, any flight acceleration between that corresponding to maximum

climb gradient to the maximum acceleration corresponding to level flight may

be selected (Figure 3.2-2). Use of the accelerated flight path requires an

explanation of the speed schedule after gear up. The sketch shown on the next

page shows the speed-altitude relationship required to meet FAR Part 25 (Ref-

erence 8) which limits airspeed below 10,000 feet to 250 knots. Also, if

climb speed is allowed to increase, normal cleanup procedure (flap retraction)

is followed. Successive incremental retraction of the flaps will take place

at the airplane speeds specified in the FAA Approved Flight Manual (Reference 9).

The stepwise retraction is instantaneous, although the acceleration will be

3-7

ACCELERATE10000 • TO CLIMB

WEED

PRESSUREALTITUDE

-FT

GEAR 2 ACCELERATEDUP FLIGHT PATH

V2 +10 250VELOCITY- KEAS

continuous during the cleanup.

After gear,up any cutback thrust level may be chosen between full thrust and

that corresponding to the thrust required for level flight with a wing engine

inoperative (Figure 3.2-3). After gear up, the aircraft is climbed at constant

equivalent airspeed, corresponding to V2 + 10 KEAS, to the predetermined cut-

back altitude. At this altitude, the throttles are set to an EPR (Engine

Pressure Ratio) corresponding to a percent of maximum takeoff thrust and a

new climb gradient is established. The climb is continued at constant speed

to about 9500 feet (ASL).

At the end of each segment, an interpolation is made for NlNusing appro-

priately calculated values of EPR, Mach number, and pressure attitude. These

parameters, plus downrange distance, are passed to the footprint routine for

use in calculating noise along the flight path. A specific airport altitude

and ambient temperature is assumed.

3.2.1 Brake Release to Rotation

This section describes the equations and data used in calculating the ground

roll performance from brake release to rotation (Figure 3.2-1). The rotation

speed (VR) is obtained from flight test data in the form of VR/VS (Figure

3.2-6) as a function of thrust to weight at liftoff (T/W) lf. The distance

equation from BR to ROT:

Sa =0o41427 (V 2 V 2 (3.2-1)

rms

3-8

is derived from the elementary equation of motion, assuming constant accelera-

tion,

2 aS=Vfinal" original (3.2-2)

All velocities used in distance equations are converted from equivalent air-

speed to true airspeed by the following relationship:

VT = V (3.2-3)

3.3.2 Rotation to Liftoff

The performance from rotation to liftoff is described in th'c same manner as

for the previous segment. The liftoff speed is obtained from Figure 3.2-6.

An acceleration from VR to V10f is made. The incremental distance covered is

o.4427 [(Vrif - V - (Vy v)2(T/W (3.2-4)

CLrms

3.2.3 Liftoff to 35 Feet

This segment begins at liftoff and covers the distance travelled during tran-

sition from ground run to a point where the aircraft has climbed to a height

of 35 feet (AGL). The time (T clmb) for this trensition has been described by

Flight Test as a function of the gradient (Ylof) at liftoff (Figure 3.2-4).

Once time has been determined, the climb distance equation

S= [~~a2~of1 -V 1.87 T b (3.2-5)

can be solved. This equation is derived from the following elementary equation:

AS = V AT (3.2-6)

The incremental altitude is -lt at 35 feet.

3.2.4 35 Feet to Gear Up

This segment begins at 35 feet and includes the aircraft performance to the

gear up point. The height at gear up (Figure 3.2-5) has been described by

3-9

Flight Test as a function of the gradient bt liftoff. This height does not

account for the increase in airspeed when accelerating from V2 (3) to V2 (2)

+ 10 KEAS. The program has an iterative routine that will reduce this height

to account for the increase in true airspeed. The total time for gear up is

based on 17.5 sec. (Reference 4) from liftoff to gear up. The segment time

from 35 feet to gear up then becomes

Tclmb+ "tt 3 5 ' to GU = 17.5 (3.2-7)clbFto 35'

orAt GU 175 - Tc mb

(3.2-8)LOF to 35'

3.2.5 Three Flight Options after Gear Up

3.2.5.1 Constant V2 + 10 KEAS Climb After Gear Up

A constant EAS climb is considered the normal option for climb after gear up.

Climb is established at a constant equivalent airspeed (V2 + 10 KEAS) and

continued to about 9500 feet (ASL) with the flap setting selected for takeoff.

To establish the method for calculating incremental distanc-e and height after

gear up, time increment is fixed at 5 seconds and a graphical type integra-

tion is established. The incremental heights over 5 second intervals are

summed until the pressure altitude exceeds 9500 feet (ASL). Basic equations

used for each 5 second integration interval are as follows:

GRAD T -D (3.2-9)

R/C 1. 6 8 78 VT (GRAD 6878 a )(3.2-10)C= 32.2(1+ .567 M2)

A = 5 ROC (3.2-11)

AScib = 1.6878 TCmb VT (3.2-12)

3.2.5.2 Accelerated Climb After Gear Up

The accelerated climb path option starts at gear up, continues until either a

9500 foot pressure altitude is reached or speed reaches 250 KEAS. In the

latter instance, the airplane is climbed at 250 KEAS until about 9500 pressure

3-10

altitude. Thus, a climb of about 9500 feet from a sea level airport or a

climb of about 3500 feet from a 6000 foot airport is realized.

The basic logic for the acceleration option assumes that the total thrust

after gear up ý-an be divided between climb and acceleration. This is accom-

plished in the program by inputting a desired acceleration (KT/SEC) and then

computing the resultant gradient and rate of climb. If a=O is input, the

program will automatically select a emstbant KEAS climb. Any acceleration

between 0 and - may be selected, but the program will limit the actual accel-

eration used for calculation. to the maximum level-flight-acceleration capa-

bility of the airplane. The sketch below shows the limits of this option.

9500 C E

I/I /

- I01

ALTITUDE " / /~FT G/

GEAR-DSv+1 o-B -D

UP 2 1 All= 0

00 V 250

VELOCITY KEAS

Path BC is a constant V (EAS) climb from gear up. Path BDE is a level flight

acceleration to 250 KEAS followed by a constant 250 KEAS climb. Path BGE

represents an intermediate climb where total thrust available is divided

between climb and acceleration.

3.2.5.3 Thrust Cutback After Gear Up

Thrust cutback can be initiated at ar y point after gear up by inputting acutback altitude (HTcB) and a percent of thrust available (CBFAc).

3-11

'CUTBACKTAKEOFF :THRUSTTHRUST j HU

PRESSUREALTITUDE

3 SECONDS ALLOWED-iFOR THRUST DECAY

GEARUP

DOWNRANGE DISTANCE- FT

Any percent (decimal) of available thrust is allowed as input, but the program

will limit actual thrust used for calculations to the thrust required for

level flight at that point with a wing engine out. The program will calculate

and print cutback thrust available, N1 /14, and the corresponding cutback

EPR setting. Climb is continued after thrust cutback at a reduced gradient

and constant equivalent speed.

3-12

KE-4

.. 1l

.0

ce..

K-, .* .

3-134

181C%,

IN I

004E-1

p~fz4 E-40

A4 A:

CQ

HO

3-144

..............

0Cj

E-4 0

r00

C-. 0

0 r14

Ii.-410LI* 00E

IrE0- -5,

8

S6

E- 4

OE- 20

C,,

0 .05 .t) .15 .20GAMMA AT LIFOFF ( of RADIANS

FIGURE 3.2-4 FLIGHT TEST TIME TO CLIMB FROMLIFTOFF TO 35 FEET

1000 - ........

8OO

2600

i ,,

E-4

400

0 .05 .10 .15 .2 02 .30

GAMMA AT LIFTOFF 7of-• RADIANS

FIGURE 3.2-5 FLIGHT TEST GEAR UP HEIGHT

3-16

.11

ii C',

500 0 co

3-17

3.3 APPROACH PERFORMANCEThis section describes the method and equations that are used to calculate

the basic engine thrust requirements that are one of the inputs required for

the approach noise program. The "final approach" configuration to be used

for this analysis consists of two flap deflections., 33 and 42 degrees, gear

down and Direct Lift Control on or off. The airplane will proceed down a

constant glide path angle at a constant calibrated airspeed. In the case of

two segment approach procedures, instantane us glide slope change is assumed

with no manuevering load factors accounted for in the transition. The air-

plane aerodynamic data are based on FAA approved results as published in the

FAA Type Certification report for the L1OII-1 airplane (Reference 10).

The basic performance equations used to generate engine thrust for constantglide slope approach are as follows:

V .~ R/D-0 IE- 0e GROUND

SR/D V x FN-D x 1-sin 0= -grad = = W .E.FACTOR

x 1W K.E. FACTOR (3.3-1)

(NO WIND)

where:

0 = approach path angle.grad = gradient.

R/D = Rate of Descent.

V = airplane velocity.

FS = Engine thrust.

D = airplane drag.

K.E. Factor = Kinetic Energy Factor dependent onvelocity change.

W = airplane weight.

3-18

The basic noise program has been written for an approach speed defined as

1.3VS + 10 (VEAS) and zero winds,which corresponds with conditions set up

for FAA noise certification. Since the airplane approaches at a constant

calibrated airspeed, the required engine thrust for maintaining a constant

angle of glide is independent of airplane altitude.

The effect of winds on engine thrust required is shown by the following

equations

' IG~u~oR/D

50 FT. GROUND

- sin O=-grad = R/DVGROUM

-grad VAIR _ ,N-D x 1VGROUND W K.E. FACTOR (3.3-2)

(WIND)where: VGROUM = VAIR - VWIND

With the use of the above equations and the flight path profile generated by

the trigonometric relation of the glide angle, engine thrust required on the

approach is calculated and submitted as an input to the noise program.

3-19

3.4 NOISE FOOTPRINT

The noise footprint subroutine has the capability to calculate the coordinates

(x and w) of equal noise points on a flat terrain, and to plot constant noise

contours through these points. In addition, the noise levels directly under

the airplane flight path and at one-quarter nautical mile to either side

thereof are calculated. As the coordinates are calculated, the area enclosed

by tne contour to that point is also calculated. A plotting routine is used

to provide machine plots of the sontonrs.

The footprint calculation utilizes the output of the performance subroutine

to describe the airplane flight path and tables of noise values extracted

from the noise propagation subroutine. If desired, flight path information

may be entered directly into the footprint routine without using the perform-

ance subroutine. The noise propagation data used are with full extra ground

attenuation and without any extra ground attenuation. The transition from

one extreme to the other in the footprint calculation depends on the angle of

elevation, 0, of the noise path to the ground point utilizing the factor

-Ntan 3e from Reference 11.

3.4.1 Footprint Input Parameters

Footprint input parameters include the following: a table of noise levels

versus distance and versus corrected fan speed (N1/q9) for a specific air-

port altitude and temperature; a maximum-noise radiation angle; the noise

level values for -which contours are desired; flight profile data; and an

initial point and associated distance increment for augmentation of the flight

profile data.

The noise level table includes data both with extra ground attenuation and

without. The flight profile data consist of airplane altitude (H) above flat

ground, true air speed, and corrected fan speed, all as functions of distance

along the flight path projection oa the ground. The initial point and dis-

tance increment input permits augmentation of the flJght profile data while

entering a minimum number of points to define the flight path. If the number

of points defining the path in considered adequate, the initial point may ba

picked beyond the termination of the flight profile and no additional pointswill be calculated.

3-20

3.4.2 Footprint Calculation

To obtain the required resolution for contour plotting, the input flight

profile usually is augmented by adding more points by linear interpolationbetween the profile points from the performance subroutine. The input points

are also included in the generated flight path.

As the augmented flight path is being generated, the noise levels under the

flight path (on the extended runway centerline) and on the quarter mile side-

lines are found. The centerline level, L0 , is found by interpolating withLOG H and N /re in the noise data without EGA. The equation X'= X + H cotan e10 1is used to calculate the intercept on the ground. The quarter nautical milesideline level, LS, is found in a similar manner except the interpolation to

find L and L is with LOG R instead of LOG 1 0H, where1 2 10 1

R =WH2 + 15202 feet (3.4-1)L1 and L2 are the levels at R with and without EGA, respectively. Accordingly,

Ls L 2 -(L 2 - L)e 1 3 dB (3.4-2)

where= arcsin (H sin e/R) degrees (3.4-3)

Note: If 6 >30 then pis set to 300.

Here, the equation X" = X + R cotan a gives the intercept on the ground for

the sideline noise.

In each of the above cases, if the level is an EPNL, a velocity correction tc

the duration must be made. It has the form C = 10 LOG (16o/v), and is added

to the levels found above.

For each noise level for which a contour is required, the distances R1 and R2

must be found using inverse interpolation in the noise data table with entry of

"L 10 Rj (j = 1,2) for each NjVe. The distance R1 and R2 are without EGA andwith EGA, respectively. This will result in tables of R and R2 versus N kle

1 21for each level. Then for each point on the flight path,

"-'tan 3 0 feetrR antilog (LOG 1O R1 - (LO 0 R 1 -LOG 10OR2 e t(3.410h1 10e1(3.4-4)

R and R2 are found by interpolating with a specific value

of Nlle

3-21

If the levels are EPIM, a velocity correction must be made for the duration.

In this instance it is 160/V and multiplies the distance R, and R2 above.

The contour's half width, W, then, is fR2 - H. The distance along the flightpath to the point on the contour is

X' =X + R cotan e ft. (3.4-5)

The area enclosed by a contour is calculated using trapezold}il rulequadrature. This equation is

Area -Area i + 3.587 X 10 8 (X' - X_) (Wi +wi 1 ) sq.mi. (3.4-6)

The constant 3.587 X 10-8 evolves from

-83.587 X 10- = .5x2

(528o) 2

where 0.5 accounts for the application of the trapezoidal rule and the 2

hccounts for both sides of the centerline. The 1 accounts for the con-

version from square feet to square miles. An example of a contour Dlot is

-included in Section 4, following.

3-22

3.5 FLOW DIAGRAM

This section presents a generalized flow diaratm of the logic of the Noise

Definition Program. The onjor options in the program are shown as distinct

routes or paths in the logic.

3-23

distance -"h/o EGA, ra~dation anfle,/contour 34qV*ls

Acceleration,, runway Giesoetastoslope, engine flat rate egt ietlf

ald itude a-ad factor -

CALCAZE.3'--ROWrL~z CALCULATZ FLIGHT PATHBRX L*:AS -0 ROTIATII (30P to threshold)

CALCMATSCALCULATE FLIGHT PATHROTATIN TO IMF(30 - 60 to transition or threshold)

LIFTOFF 70 35 FE

35 FE~r T GGEER LP

Ace= MATE IV;L .4LJ

$E!' :0, ml EA

10es::'I-C-

AC-ZA7: C'cmwr 2;/o

Contour ;er.,1 noice tasetr wit

FIGURE 35-1 FL N DIAGRA OFd T NOS DEFINITION PoORf

;1itde p~d,=3d-24 ne fo

SECTION 4PROGRAM APPLICATION

Representative ways of using the Noise Definition Program and its sister

program, the Noise Propagation Program, are presented in Section 4. Section

4.1 presents data which substantiate the mathematical model of the Noise

Definition Program with respect to comparison with measured flight test data

for both the takeoff climb profile and noise at the 3.5 n. mi. downrange

point. The programs are put to use to exercise their full capabilities.

Typical sample input and output is presented in Section 4.2.

4-1

4.1 SUBSTANTIATION WITH FLIGHT TEST DATA

The noise data used are from the L-1011 noise certification flights made on 4,

5 March 1972. The approach data were measured on 4 March and covered a range

of N1W6 from 55.8% to 70.8% at an approach altitude of arproximately 340 feet

above the microphone. The takeoff data were measured on 5 March and covered a

range of altitude from about 1200 feet to 1800 feet at a takeoff NlJMO of

approximately 90%. It was shown in the certification report (Reference 4)

that there were no tone corrections, only Pseudo tone corrections caused by

the rapid fall off of the spectra at the high frequency end at great dis-tances and by irregularities in the spectra at the low frequency end

due to ground reflections. Those were ignored.

The noise data in the form of one-third octave band spectra were normalized

to 200 feet, FAR 36 day, using the methods of FAR Part 36 (Reference 3). These

spectra were then fitted to a curve versus NhrO to produce spectra atI5% increments of NlAe over the range from 55% to 95%. The spectra were then

modified to tie various ambient conditions and attenuation incorporated to

produce tables of noise versus distance N A/e for the various ambient con-

diticns.

The approach performance routine was based on the flight test methods anddata (Reference l0)page 4.0.1-3-2-2, 4.0.1-3-7-2, 4.0.1-3-7-3. For the

conditions of

Landing Weight 358000 lb.

Flaps 42 degrees

Glide slope 3 degA'ees

Approach speed 149.6 OEASl.3V, + 10

Airport Temperature 770 F

Airport Elevation Sea Level

as seen in Figure 4.1-4, the noise level was found to be 102.70 EPNdB at theone nautical mile point. The certification value for approach was 103

EPNdB for these conditions.

4-2

The takeoff flight test noise certification profile for the L-1OIl-1 with

RB.211-22B engines is outlined in Reference 12. The conditions for this

profile are:

Takeoff Weight 430,000 lb.

Flaps 10 degrees

Bleeds OffClimb after gear up @

V2 + 10 174.o KuAS

Airport Temperature 770 F

Airport Elevation Sea Level

Figure 4.1-2 shows computer output for the conditions outlined above. A side

by side tabular comparison of the important variables is shown in Figure 4.1-3

and a graphical comparison is made in Figure 4.1-1. It can be seen by this

comparison that the performance subroutine of the combined noise prediction

program matches flight test data within a very small tolerance.

It was shown in the certification rep'ort that around 90% Nýle, the variation

of noise with N was negligible. Using the altitude from the above takeoff

profile at the 3.5 nautical mile point the value of 96.18 EPNdB was obtained.

The certification value for this condition was 96 EPNdB.

4-3

... ..... ... . - - -- '- t .

E-11

0 E-

040

Q ~E~:tt 4 "M=-j ,f4 ;z

E-2-

1 v 8 ~..... .01 (....h I~~ ...... 140

....... ....-.

a.-o

- -- - - - ---

- **.* .. ~ *.. . . . . **** ** .. . . . .... .

40-1

-6 w 0 - - --

%~ %

w ci 44 ** ** a. *1 , F... -

&A j i-Nr4N 4M O

% 0 No N%.

* 40 .! : 2. 0 *. z ..7 .. 41..0 .* . A. %n 0

Cl .0 .4 .e~O *.J . .

N** -OI

.% ... . . . . .. .. . . .

C £***~04-4 £444 O4.C 44444a- ~ ~

4,~

U. 4-54-

CO4PARISON WITH FLIGHT TEST

430,000 Lb RB. 211-22B

Flaps 10 Deg ISA + 13.9° Rating

Sea Level Bleed Off

77°F Flt Test Computed

EPR @ 6o KTS 1.533 1.533

VR 154 KEAS 154

VLOF 164.3 KEAS 164.3V2 (3 Eng) 171.1 KEAS 171.1

V2 (2 Eng) + 10 KEAS 174.0 KEAS 174.0

Geometric Altitude (Ft) Total Distance (Ft)Segment Flight Test Computer Flight Test Computer

BR -ROT 0 0 5546 5515ROT -LOF 0 0 6619 6575

LOF - 35 Ft. 35 35 7905 787035 Ft - GU 340 344 11775 11739

GU - 414 414 422 12390 12390Hp 200 Ft. 621 628 14109 14109

828 840 15843 15843

1035 1054 17592 17592

1242 1249 19357 193571449 1455 21138 21138

1656 1664 22934 229341863 1868 24747 24747

2070 2078 26576 26576

2278 2285 28422 28422

2485 2493 30286 3o2862692 2700 32166 321662899 2908 34065 340653106 3115 35981 35981

3314 3323 37916 37916

FIGURE 4.1-3 NORMAL TAKEOFF FLIGHT PATH COMPARISONWITH FLIGHT TEST - TABULAR DATA

4-6

4W -

a-a

%- .'mt-oMgN - 4 N- O0

a.

a. **** . . .. ., . ,V: *.

po . . . . . . . . . . . .

"0 z 14 ,Z

-. a 3L 14" w0 1 . .U4 aN 4

-~NNM5SU4*?avv

-~4-7

4.2 TYPICAL PROGRAM USE - SAMPLE CASES

Included here are sample runs of the Noise Propagation Program arnd the

Noise Definition Program including the input and sample plots.

I.4

"NI

4.2.1 Noise Data Generation - Noise Propagation Program

Shown here are three cases run on the Noise Propagation Program: one

showing the averaging of flight test data from Reference 4, the next

showing an input of previously averaged data and the third showing

multiple output conditions. Figure 4.2-1 shows the input listings for

thes- three cases and Figure 4.2-2a through u shows the tabulated

output. An example of plotted noise propagation results - effective

perceived noise leVel versus distance, normalized to 160 knots, on a

FAR Part 36 reference day - is shown as Figure 4.2-3.

4-9

tel - Jj.% 0-

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4.2.2 Climb 'Noise

The first sample case for the Noise Definition Prog.am is a normal

takeoff at the certification conditions. Figure 4.2-4 shows the input

listing for this, as well as for the approach which is treated in

the following Section 4.2.3. The tabulated takeoff output date% areincluded on Figure 4.2-5a through 1. Computer plotted output

showing centerline noise and maximum noise contours are illustrated

by Figure 4.2-6a and b.

4-33

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FIGURE 4.2-6a SAMPLE PROGRAM OUTPUT - PLOT DATA FOR A NORMAL TAKEOFF

CENTERLINE

30000. 40000. 50000. 60000. 70000. 80000. 90000. 100000.*• DISTANCE FROM BRAKE RELEASE, FT.

EVELt / R8211-228 EFFECTIVE PERCEIVED NOISE LEVELEL, 77 DEG. F., 70X RELATIVE HUMIDITY

TAKEOFF WEIGHT (1130,OOOLB.), tO DEG. FLAPS, TAKEOFF THRUST

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4.2.3 ADoroach Noise

The second sample case for the Noise Definition Program is a

normal approach at the certification condition. The input dataare listed with the input data for the takeoff case (Figure 4.2-4).

The outpUt tabulation is shown as Figure 4.2-7a through g, and

computer plots of centerline noise and maximum noise contours are

shown on Figure 4.2-8a and b.

4-49

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• ~FIGURE 4.2-lb SAMPLE PROGRAM OUTPUJT- PLOT DATA FOR A ONE.SEOMENT APPROACH

44W

.11

SECTION 5

SU W RY

Tho Commercial Aircraft Noise Definition stud-y reported in the v,-arior, volumes

of this veport involved the development of a calculation procedure and an

associated computer program for describing an airplane's operations and noise

patterns for takeoffs and approaches. This volume has presented the logic

bel-ind the calculation procedures and has summarized the capabilities of the

program and its subroutines. The program includes a noise propagation section,

an airplane performance section, and a combined routine, footprint section,

which generates datst for plotting constant noise contours for normal airplane

operations and for operational variations, such as takeoff thrust cutback and

two segment approach.

5-1

REFER•NCES

1. SAE Aerospace Recommended Practice ARP 866, "Standard Values of Atmospheric

Absorption as a Function of Temperature and Humidity for Use in Evaluating

* Aircraft Flyover Noise," Society of Automotive Engineers, New York,

August 31, 1964.

2. IEC 379, "Precision Sound Level Meters,," International Electrotechnical

"Commission, 1965.

3. Federal Aviation Regulations "Part 36 Noise Standards: Aircraft Type

Certification," Dept. of Transportation, FAA, Washington, D. C., Nov. 3, 1969.

4. LR 25089, "FAA Type Certification Report, Model L-1011-385-1 with Rolls-

Royce RB.211-22 Engir es," Volume 4, External (Flyover) Noise, Lockheed-

California Company, Burbank, Calif., 14 July 1972.

5. irToposed Reissue of Aerospace Recommended Practice ARP 866, "Standard

Values of Atmospheric Absorption as a Function of Temperature and Humidity,"

Proposed Draft, Society of Automotive Engineers Committee A-21 April 1970,

Revised October 1972 (Private Communication).

6. Aerospace Information Report AIR 923, "Method for Calculating the

Attenuation of Aircraft Ground to Ground Noise Propagation During Takeoff

and Landing," Society of Automotive Engineers, New York, August 15, 1966.

7. "U. S. Standard Atmosphere, 1962," NASA, USAF, and U. S. Weather Bureau,

* December, 1962.

8. Part 25 Federal Aviation Regulations, "Airworthiness Standards: Transport

Category Air)lanes, Change 19," April 23, 1969.

9. LR 25225, "FAA Approved Airplane Flight Manual, Model L-1011-385-1,"

(RB.211-22C), Lockheed-California Company, Burbank, Calif., April 14, 1972.

10. Ia 23039, "FAA Type Certification Report Model L-1011-385-1 with Rolls-

Royce R3.211-22C Engines," Volume I Performance Tests, Lockheed-California

Compakxy Burbank, Calif., 11: July 1972.

11. SAE Reseai'h Project Committee R2.5, "Technique for Developing Noise

Exposure Forecasts," FAA DS-67-14, Federal Aviation Administration,Washington, D. C., August 1967.

R-1

12. LR 25089 "FAA Type Certification Report, Model L-1011-385-1 with: Rolls-

V~ j Royce RB.211-22 Engines, " Volume 4 External (Fayover) Noise, Addendum 3,

Lockheed-California Company, Burbank, Calif., 15 August 1973

R

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