AL-TR-1992-0059 AD-A255 769I lilii lllilt l I MU l ll KIMI

ARMS AIR FORCE PROCEDURE FOR PREDICTINGT NOISE AROUND AIRBASES: NOISE EXPOSURER MODEL (NOISEMAP) TECHNICAL REPORT0NG Carey L. Moulton

DTIIC. WYLE RESEARCHL ~ELECTE 128 MARYLAND STREETOCT 0 I1992 EL SEQUNDO, CA 90245

B AMB0R MAY 1992

AT0 FINAL REPORT FOR THE PERIOD JANUARY 1989 TO MARCH 1992RY

Approved for public release; distribution is unlimitpd i

S92-26 189/ý'

AIR FORCE SYSTEMS COMMANDWRIGHT-PATTERSON AIR FORCE BASE, OHIO 46433-6573

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TECHNICAL REVIEW AND APPROVAL

AL-TR-1992-0059

This report has been reviewed by the Office of Public Affairs (PA) andis releasable to the National Technical Information Service (NTIS).At NTIS, it will be available to the general public, including foreignnations.

This technical report has been reviewed and is approved for publication.

PETER A. LURKER, Lt Col, USAF, BSCActing Director

Biodynamics and Biocommunications DivisionArmstrong Laboratory

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AIR FORCE PROCEDURE FOR PREDICTING NOISE AROUND AIRBASES: PE: 62202FNOISE EXPOSURE MODEL (NOISEMAP) TECHNICAL REPORT PR: 7231

TA: 34

6. AUTHOR(S) WU: 11

CAREY L. MOULTON

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WYLE LABORATORIES REPORT NUMBER

128 MarylandEl Segundo CA 90245-4115 WR 91-12

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Approved for public release; distribution is unlimited. A

13. ABSTRACT (Maximum 200 words)

NOISEMAP was the name given to the original Fortran program, developed forthe USAF in the mid 1970's to calculate total noise exposure around militaryairbases. NOISEMAP now refers to a suite of programs that automate the noiseexposure calculation process from operations data collection to final contourplotting. The noise calculation part of this suite of programs is now calledNMAP 6.1 (the 6.1 being the current version number). New algorithms forcalculating lateral attenuation and an, expanded database are included in thisversion 6.1. NOISEMAP has also been rehosted from operation on a CDCmainframe computer to run on a desktop microcomputer (IB4 compatible). Thisreport is a technical overview of the algorithms used in NMAP 6.1. Most ofthese algorithms were originally outlined by Dr William Galloway in thereport "Community Noise Exposure Resulting from Aircraft Operations:Technical Review" published in November 1974. This report covers all thecurrent algorithms used in NMAP 6.1 and includes an example computation for asingle aircraft takeoff and ground runup operation.

14. SUBJECT TERMS 15. NUMBER OF PAGES

Acoustics Engine Noise Noise Modeling 159

Sound Community Noise Exposure 16. PRICE CODE

Aircraft Noise Environmental Impact17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 20. LIMITATION OF ABSTRACT

OF REPORT OF THIS PAGE OF ABSTRACT

UNCLASSIFIED UNCLASSIFIED UNCLASSIFIED UNLIMITED

NSN 7540-01-280-5500 Standard Form 298 (Rev 2-89)Prescribed by ANSI Std 139-18298-102

ACKNOWLEDGEMENTS

The author wishes to thank all of those people who have helped bring this document to

fruition. I am especially indebted to Mr. Jerry Speakman and Mr. Robert Lee of ",e Bio-

Medical branch of the Armstrong Medical Research Labs at Wright-Patterson Air Force Base

for their guidance and excellent technical advice.

Accesion y

NTIS Ctw- 'IDFIC iA "

Ju~ic1 tcm...........

By .................D'. Ib,:t~on

DTIC QUALITY INSPECTED 3

iii

TABLE OF CONTENTS

Page

1.0 INTRODUCTION ........................................................................... 1

2.0 NOISEMAP NOISE CALCULATIONS ..................................................... 3

2.1 N oise D escriptors ......................................................................... 3

2.1.1 Day-Night Average Sound Level (DNL) ................................ 32.1.2 Community Noise Equivalent Level (CNEL) ........................... 42.1.3 Noise Exposure Forecast (NEF) ........................................ 52.1.4 Weighted Equivalent Continuous Perceived Noise Level (WECPNL) ..6

2.2 Flight Segment Addition and the Effects on Grid Exposure ..................... 6

2.2.1 The Right Segmentation Concept ............................................ 62.2.2 Flight Segment Addition ................................................... 72.2.3 Effects on Grid Exposure ..................................................... 8

2.3 Grid Points - Layout and Spacing ................................................... 8

2.3.1 Noise Grid Lavout .......................................................... 82.3.2 Finding Grid Points of Significant Exposure ............................. 10

2.4 Grid Point Noise Exposure Calculations ............................................ 12

2.4.1 Flyover Operations ......................................................... 122.4.2 R unup O perations ............................................................ 192.4.3 Noise Corrections ......................................................... 20

2.5 Specific Point Noise Exposure Calculations ...................................... 22

2.6 Takeoff Roll and the Effects of Forward Velocity ................................ 23

2.7 Propagation, Lateral Attenuation and Transition Factor ......................... 26

2.7.1 Propagation ................................................................. 262.7.2 Lateral Attenuation and Transition Factor .............................. 29

2.8 D uration ....................................................................... 31

2.9 Noise Exposure Cutoff .............................................................. 32

2.10 A rea C alculations ........................................................................ 32

iv

TABLE OF CONTENTS

Page

3.0 NOISEMAP FEATURES AND FLIGHT CHECKS .................................. 33

3.1 Example Calculation in Detail ........................................................ 42

3.1.1 Right Segment I .......................................................... 423.1.2 Flight Segment 2 .......................................................... 453.1.3 Flight Segment 3 .......................................................... 483.1.4 Overall Flight Exposure .................................................. 493.1.5 Runup Contribution ....................................................... 493.1.6 Final Specific Point DNL Calculation .................................. 50

3.2 Right Checks ...................................................................... 50

3.3 Aircraft Noise Reference Database .................................................. 51

REFERENCES ..................................................................... R- I

APPENDIX A NMAP 6.0 Flowchart ....................................................... A-I

APPENDIX B Summary of NMAP 6.0 Subroutines ..................................... B-I

LIST OF TABLES

Table Pa ge

1 Directivity Adjustments That Are Applied Reference Runup Noise Levels

to Simulate Takeoff Roll Noise Levels .............................................. 25

2 Segmentation of the Flight Parameters .................................................. 38

3 Summary of Flyover Exposure Calculations at the Specific Point .............. 39

4 Summary of the Runup Exposure Calculations at the Specific Point ........ 40

5 NOISEFILE 6.2 Flyover Reference Noise Database ............................. 52

6 NOISEFILE 6.2 Runup Reference Noise Database ................................... 60

7 NOISEFILE 6.2 Civil Reference Noise Database .................................. 70

vi

LIST OF FIGURES

Figure Page

I NMAP 6.0 Default Grid Placement as Seen by the User .............................. 9

2 NMAP 6.0 Grid Searching Algorithm Used to Find Grid Points ofSignificant Exposure .................................................................... 11

3 Geometry for the Algorithm Used to Determine Flight Segment NoiseExposure Integral ....................................................................... 14

4 Ground Track Geometry and Resulting Exposures for Sample Case ............... 15

5 Geometry of of the Algorithm Used to Determine Flight Segment NoiseExposure from Curved Flight Path Segments ...................................... 18

6 Runup Pad Geometry and Pad Coordinate System ............................... 21

7 OMEGA 10.6 Reference Noise Data Set .............................................. 27

8 OMEGA 11 Reference Noise Data Set .............................. 28

9 SAE and Military Lateral Attenuation Models, and the Transition FactorM odel ........................................................................................ 30

1Oa NMAP 6.0 Sample Case Input File Part I ........................................... 34

1Ob NMAP 6.0 Sample Case Input File Part 2 ........................................... 35

11 NMAP 6.0 Specific Point Calculation for a Sample Case ......................... 36

12 Plot from the NMPLOT 1.1 Program of the Sample Case .......................... 37

13 Sample Calculation Subflights 1-6 and Runup Pad ................................. 41

vii

1.0 INTRODUCTION

This report is intended as a technical overview of the algorithms used in NMAP 6.1 to

calculate noise exposure. Most of these algorithms were developed during the inception of theNOISEMAP program which was conceptually outlined by Dr. William Galloway in 1974.1 Someof the algorithms, such as the new NMAP 6.1 lateral attenuation model and the SAE lateral

attenuation models, are recent additions to NOISEMAP.

NOISEMAP was the name given to the FORTRAN program, developed for the Air Forcein the mid 1970's, to calculate aircraft noise exposure. This FORTRAN program is now calledNMAP 6.1 (the 6.1 being the current version number), and the term NOISEMAP now refers to asuite of programs that includes several supplemental programs such as OMEGA 10.7 and OMEGA

11.3, and "new" programs (circa 1989) such as BASEOPS, MCM, and NMPLOT. The OMEGA10.7 and 11.3 programs2 perform the propagation extrapolations on the reference aircraft noisespectra in the NOISEFILE 6.2 database and provide as output the single event noise descriptors

that NMAP 6.1 requires for its calculations. The BASEOPS program 3 allows interactive entry ofthe airbase operations and airfield data for NMAP 6.1 noise contour calculations. The airbaseoperations data from BASEOPS are then filtered by the Master Control Module (MCM) program 4

which creates the NMAP 6.1 input file (NMI). The NMI file is a processing template which is a

combination of processing instructions and reference data that drives the NMAP 6.1 contourcalculations. After the contour calculations are complete the NMPLOT program 5 is used to plot theresulting contours along with user selectable airbase information that are entered into BASEOPS.

The NMAP 6.1 program is an effective method of determining noise exposure due to

aircraft operations, and includes both military and civilian aircraft in its aircraft reference noise

database. This report provides detailed information on the crucial and core algorithms relating tonoise exposure calculations so that current users can have a better technical understanding ofNMAP 6.1, and that future developers of NOISEMAP will have an adequate foundation for

extending the program.

Section 2.0 of this report provides the details on all of the noise exposure calculations in theNMAP 6.1 program. These noise exposure calculations are the end product of a series of opera-tions that include flight segmentation, determining when and where specific noise modules apply(e.g., takeoff roll model, altitude thrust correction, airspeed correction and user-entered soundlevel adjustments), grid searching, and finally the the noise exposure calculations themselves. The

bulk of NMAP's time is spent processing flyover operations because of the complexity of the

- 1 -

geometry involved and the complexity of the merged flight segments. Runup operations on the

other hand, are much simpler in comparison because of their simpler geometry and the fact that

they are single power setting operations. Included at the end of many sub-sections in Section 2.0

are the results of a sample case which are intended to show how each algorithm has been

implemented in MNAP 6.1. Section 3 covers some of the unique features of NMAP 6.1.

Included in this section is the complete sample calculation with all the supporting data, and a

sample contour plot. Also included in Secfion 3 are tables of all of the aircraft that have reference

noise data in the NOISEFILE 6.2 database. This database currently holds 304 aircraft flyover, 398

aircraft runup, and 220 civil aircraft noise spectra. Appendix A contains a program flowchart of

NMAP 6.1, and Appendix B contains a summary of all of the subroutines and common blocks in

the NMAP 6.1 program.

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2.0 NOISEMAP NOISE CALCULATIONS

2.1 Noise Descriptors

The noise descriptors used for noise exposure calculations are the following:

DNL - Day-Night Average Sound Level,

CNEL - Community Noise Equivalent Level,

NEF - Noise Exposure Forecast,

WECPNL - Weighted Equivalent Continuous Perceived Noise Level.

These descriptors cover a broad range of analysis requirements for land use planning in the United

States, Canada and Europe, 6 with NEF being used in Canada and the WECPNL metric being

predominantly if not exclusively used in Europe.

The DNL metric is the default metric used by the MCM program when compiling th,. input

file for the NMAP 6.1. However, any of the other metrics can be chosen by making a selection in

the MCM's RUN-Run options menu.

2.1.1 Day-Night Average Sound Level (DNL)

The DNL descriptor is based on the energy averaged A-weighted sound level integrated

over a 24 hour period, with a penalty applied to night-time operations between 2200 hrs and 0700hrs local time. NMAP 6.1 uses the following relationships to determine DNL exposure:

FLYOVER:Ldn = LE + 10• logio(Nday + 10 ° Nnight) - 49.4

RUNUP:Ldn = LA + 10° loglo(Nday ° t + 10 • Nnight ° t) - 49.4

where Ld = Day-Night Average Sound Level (DNL)LE = Sound Exposure Level (SEL) in dB,LA = A-weighted sound level in dB,Nday = number of operations (takeoff or landing) between 0700 hrs and 2200

hrs local time,Nnight = number of operations (takeoff or landing) between 2200 hrs and 0700

hrs local time,and t= the runup duration in seconds.

-3-

The SEL values are interpolated from tables of SEL values versus distance generated by the

OMEGA 10.7 program. The OMEGA 10.7 program uses 22 distances starting at 200 ft and

ending at 25,000 ft in increments based on one-third octave ratios, i.e., 200 ft, 250 ft, 315 ft, 400

ft, etc. The SEL values are generated for air-to-ground and giound-to-ground sound propagation

conditions at each of the one-third octave distance increments. The OMEGA 10.7 program also

corrects the reference noise spectra which are expressed in terms of the standard day conditions,

for local temperature and humidity (see Section 2.7.1).

The SEL values that are calculated by OMEGA 10.7 are extrapolated from the Air Force's

reference noise data file, NOISEFILE 6.2, which contains one-third octave band spectra of aircraft

noise normalized to a 1000 ft distance at standard day temperature and humidity, and sea level

altitude. The reference database noise spectra cover a wide range of military and civilian aircraft at

selected engine power settings and flight conditions. These are processed by OMEGA 10.7 to

provide the SEL values at the required set of distances, airbase meteorological conditions and

aircraft flight conditions (engine power settings and airspeed) for the two propagation conditions

(air-to-ground and ground-to-ground) as mentioned before. This procedure is described in more

detail in Reference 2. The OMEGA 10.7 tabulations of SEL values are subsequently included as

part of the NMAP 6.1 input file compiled by the MCM program.

The values of A-weighted Sound Level, AL, which are used to estimate noise exposures

from aircraft or engine ground runup tests, are similarly calculated at a set of one-third octave

distances from 200 ft to 25,000 ft by means of an OMEGA 11.3 program. The OMEGA 11.3program accesses ground runup reference noise spectra in NOISEFILE 6.2 for specific aircraft or

engine test facility operating at selected engine power settings. OMEGA 11.3 thcn generates a

table of AL values for the required set of ground-to-ground propagation distances and azimuth

angles relative to the aircraft or test facility's forward axis. This process is also descr. Led in detail

in Reference 2.

For both the flyover and runup events, the number of operations and runup duration are

entered into the BASEOPS program and are carried through the MCM into the NMAP input file.

2.1.2 Community Noise Equivalent Level (CNEL)

The CNEL descriptor is similar to DNL except that there is an additional penalty for

operations occurring between the evening hours of 1900 and 2200 hrs. This breaks the number of

noise exposure periods in 24 hours into three time periods, i.e., 0700-1900, 1900-2200, and2200-0700 hrs. The CNEL was initially developed by the State of California as the standard to be

-4-

used for noise planning and analysis around airports, but is also used for environmental analysis of

other sources of noise. NMAP 6.1 uses the following relationships to determine CNEL exposure:

FLYOVER:LCNE = LE + 10 * logIO(Nday + 3 • Neve + 10 * Nnight) - 49.4

RUNUP:LCNE = LA + 10 - log I 0(Nday e t + 3 • Neve ° t + 10 • Nnight t) t 49.4

where LCNE = Community Noise Equivalent Level

Neve = number of operations between 1900 hrs and 2200 hrs.

All the other parameters are as listed for DNL.

2.1.3 Noise Exposure Forecast (NEF)

The NEF descriptor is based on the Effective Perceived Noise Level (abbreviated EPNL, with the

letter symbol LEPN, as a time-integrated single event descriptor) and the non-time integrated, tone-

corrected Perceived Noise Level (abbreviated PNLT, with a letter symbol LPNT, as the descriptor

for instantaneous noise levels). NMAP 6.1 uses the following relationships to determine NEF

exposure:

FLYOVER:NEF = LEPN + 10° logl0(Nday + 16.67 - Nnight) - 88.0

RUNUP:

NEF = LpNT + 10 logl 0(Nday • t + 16.67 ° Nnight° t) - 98.0

where LEPN = Effective Perceived Noise Level,

LPNT = Perceived Noise Level, Tone-Corrected

and the other parameters are as listed as for DNL.

The EPNL value is obtained from tables of EPNL flyover noise versus one-third octave

distances. corrected for temperature and humidity. These tables are generated by the OMEGA 10.7

program in a similar manner as described for the DNL calculations. The PNLT values are obtained

from PNLT versus one-third octave distances generated by the OMEGA 11.3 program, also as

described for the DNL calculations.

-5-

2.1.4 Weighted Equivalent Continuous Perceived Noise Level (WECPNL)

The WECPNL descriptor 7 is based on PNLT and is used frequently in Europe. In the

NMAP 6.1 program WECPNL is implemented as a three period day. NMAP 6.1 uses the

following relationships to determine WECPNL exposure:

FLYOVER:WECPNL = LEPN + 10 . log lO(Nday + 3 e Ncve + 10 - Nnight) - 39.4

RUNUP:WECPNL = LPNT + 10 • log IO(Nday * t + 3 * Nevc ° t + 10 • Nnight" t) - 49.4

where LEPN and LPNT are defined as for NEF above, and Nday, Neve and Nnight are day,evening and night operations respectively.

The LEPN and LPNT values are obtained as described for the NEF descriptor.

2.2 Flight Segment Addition and the Effects on Grid Exposure

2.2.1 The Flight Segmentation Concept

One of the first major cperations that NMAP performs, when processing the input file, is to

formulate a three-dimensional model of the aircraft flight parameters entered into the NMAP inputfile (NMI file). This aircraft flight profile model is constructed from the power, altitude and

ground track coordinates which are entered as separate profiles in the NMI file. NMAP 6.1 (and

all previous versions of the program) used this segmentation scheme in order to model the

geometry of the aircraft operations.

NMAP 6.1 uses these three profiles, as stated before, to build one flight profile based on

the three parts. The final aircraft flight profile is based primarily on a power profile with the

altitude and ground track profiles being used to further segment the merged flight profile. When

the aircraft flight profile has been merged, it will have all the coordinates from the power profile as

well as any of the unique coordinates that may exist in the altitude and ground track profiles.

The specifics of the segmentation scheme are as follows:

(1) Elements of the power profile are used as the primary coordinates of the merged flight

profile;

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(2) any additional coordinates in the altitude and ground track profile that do not coincide with

coordinates at which changes in the power profile are made, are added to the emerging

flight profile;

(3) the emergent flight profile is then an accumulation of all the distinct segments in the

altitude, power and ground track profiles.

At this point three terms need to be specifically defined.

Merged flight profile: A merged flight profile is the resultant combination of all thesegments of power, altitude and ground track profiles.

Flight segment: A flight segment can be considered as the power segment, or that portionof the flight profile that is dominated by a particular power setting.

Subflight: one or more subflights may occur within a flight segment which arecontributions from the altitude and ground track profiles. These subflights may occurwherever there are changes in the altitude and ground tracks, such as altitude changes orturns, that do not coincide with changes in the power profile.

2.2.2 Flight Segment Addition

By segmenting the flight profile the problem now arises of maintaining a continuum where

the individual flight segments come together. This problem is handled by the grid searching

algorithm (as outlined in section 2.3.2). To synopsize this algorithm, in the context of addition of

the segmented flight path, the following points can be made:

(1) The search for grid points of significant noise exposure are always conducted from the

beginning and midpoints of each flight segment.

(2) The grid point search extends both forwards and backwards from the beginning and

midpoints of each segment, and ends when the calculated exposure falls below the

exposure cutoff value or the grid boundary is encountered.

(3) The contributions from each of the segments are cumulatively added to the total grid point

exposure, but only if the calculated (new) noise exposure is above the exposure cutoff

value.

In this way the exposure contributions from each of the segments are added together to maintain

continuity.

-7 -

2.2.3 Effects on Grid Exposure

The exposure at any grid point is a cumulative sum of all of the contributions of all of the

segments in the merged flight path. This can be expressed mathematically for any one grid point

as:nseg

Grid Point (x) Exposure Y_.EsEGi (1)i=1

where nseg = the number of segments for a given flight,

ESEGi = the calculated exposure for the ith segment in terms of energy, i.e.,10 (LEseg/10) or I 0 (LEPNseg/10). Note also that the segment exposure is

itself the sum of all the subflight noise exposures within each segment.

2.3 Grid Points - Layoit and Spacing

2.3.1 Noise Grid Layout

The grid of noise observer locations that NMAP 6.1 uses to generate noise contours is

shown in Figure 1. The grid is 100 by 100 points square and is not resizable nor can it be rotated.The grid spacing is variable, however, thus allowing a coarse or refined contour analysis and to

allow coverage over larger land areas. The grid origin (or airfield origin) is also relocatable relativeto the airfield runA ays thus allowing some optimization (or weighting) for areas around the airbase

that have a larger volume of operations. The grid is always aligned with a true north orientation.

At the default grid spacing of 1000 feet (304.8 meters) the length of each side of the NMAPgrid is 99,000 ft (30,175 meters). This is considered large enough to cover the entire airbase or

airport traffic areas for most, if not all, airbases or lairports.8

Grid point numbering starts from number one at the grid origin and at which point thecumulative grid distance increment is zero. Grid point numbering ends at grid point number 100 atwhich point the cumulative grid distance increment is 99,000 feet (at the default grid spacing of

1000 feet). Since the grid is square this orientation is consistent in both the x and y directions.

As a convenience to the user, the nominal center of the grid is located at 100,000 ft and200,000 ft in the x and y directions respectively. This almost always guarantees that the user will

be able to define specific points, runup pads and runways in positive x and y coordinates.

However, when the program handles these data, it subtracts 50,000 ft and 150,000 ft from the xand y coordinates respectively. This will become apparent in the sample calculation in Section

3.0.

-8-

Default Extreme(150000 ft, 250000 ft)

alternate user origin- - -/I

/ / DefaulIt U,' erit rinin_

(50000 ft, 15 009 ft)(Airbase Orig n)

alternate user origin

NMAP Origin(0,0)

Figure 1. NMAP 6.0 Default Grid Placement as seen by the User.(The figure shows how the grid can be moved relative tothe airbase runways in the user coordinate system.)

-9-

2.3.2 Finding Grid Points of Significant Exposure

A grid point of significant exposure is one where the calculated noise exposure is at or

above a minimum threshold based on the noise descriptor being used. The search for grid points

of significant exposure is accomplished by using the aircraft ground track as the centerline of the

noise exposure. For each segment in the merged flight track (see section 2.2 for an explanation of

segments), the beginning point and the mid-point of the segments, are used as initiation points in

the grid search as shown in Figure 2. From each of these initiation points a search is conducted for

those grid points that have a calculated exposure value at or above the exposure cutoff limit, or is

within the grid array boundary.

The search from an initiation point is conducted along the y-ordinate, above and below that

initiation point only. In order to find all the grid points of significant exposure new initiation

points must be chosen along the x-ordinate, to the left and right of the current initiation point.

These new points are called "reference points". To clarify the terminology, note that an initiation

point is in fact a reference point, with the distinction that it coincides with either the beginning or

midpoint of a segment.

Each new reference point is determined using the following rules:

(1) The new reference point x-coordinate is located to the left or right of the current reference

point, by an amount equal to the grid spacing being used.

(2) The y-coordinate of the new reference point is located at a grid point closest to the center of

the extremes of the ordinate traversal of the last reference point.

From the first initiation point the search proceeds up and down in the y-direction until the grid

boundary or exposure cutoff limit is reached, whichever comes first. When a vertical limit has

been reached, a new reference point is chosen that is left of the initiation point, and whose ordinate

is the midpoint of the ordinate traversal of the last reference point. Traversal of the new reference

point proceeds up and down in the y-direction until the exposure cutoff or grid boundary is

reached. New reference points are chosen in this direction until exposure cutoff or the grid

boundary is reached in the x-direction. At the end of the search to the left of the initiation point a

new reference point is then chosen to the right of the initiation point, and the search proceeds as

described above, until the exposure cutoff or grid boundary is reached in this x-direction.

-10 -

Gi S F

Grid Search from the BegidPing Initiation Point.

Grid Search from the Mid Point Initiation Point.

Legend

Grid search from segment beginning or 0 Beginning initiation pointsmid point location (initiation point) :". Mid-point Initiation point

Grid search from reference points Mi"S poits IRight segment

* New reference points Grid Points

Figure 2. NMAP 6.0 Grid Searching Algorithm Used to Find Grid Points

of Significant Exposure

- i1-

When the exposure cutoff or grid boundary has been reached (both left and right of the first

initiation point) then the procedure is repeated for a new initiation point closest to the middle of the

current flight segment (see Section 2.9 for the exposure cutoff values).

The algorithm for the grid search as described above results in a dynamic tracking of the

noise exposure but runs the risk of sampling the same point more than once, particularly during the

grid search from the midpoint of the segment. To avoid the error of over-exposing a particular

point, the sign of the noise exposure value is used as a flag. During the grid search the sign of the

value of an updated grid point is reversed after a computation has been made. On completion of

the grid search the negative exposure values are sought out and their signs restored. Before the

grid points are updated they are also checked to see if the value is positive (i.e., > 0.0).

The limits of the grid traversal (i.e., the max x and y and then min x and y distances

travelled) are also stored in memory, so that at the end of a flight segment grid search, the bounds

of the negative grid points values can be more easily identified and and their values restored.

2.4 Grid Point Noise Exposure Calculations

2.4.1 Flyover OQrations

Aircraft noise that is due to flyover operations is covered by two algorithms in the NMAP

6.1 program. One algorithm covers straight flight segments and the other covers curved segments.

Basically, both of these algorithms take the reference noise data and any of the generalized

noise corrections at each end of a subflight and extrapolates them to the closest point of approach to

the observer location. The generalized noise corrections include the takeoff roll correction, A6 ,

altitude thrust adjustment, airspeed, and user input level adjustments called DSEL. These

corrections are explained further in Section 2.4.3.

2.4.1.1 Straight Segments

The calculation for the noise exposure due to a straight line segment is determined by the

following formulation:

Noise exposure = Erc ICyl. (2)

where Erc = 10g(-ef/10) at the closest point of approach,

l.rf = the noise exposure value, interpolated or extrapolated to the closest point ofapproach to the subflight, from the noise exposure tables generated by OMEGA10.7

- 12 -

Cy = an exposure factor, which is based on the geometry of the aircraft attitude inrelation to a direct overflight, and includes generalized corrections factors.

The following equation for Cy is a numerical formulation that modifies the noise exposure

value from an infinite line source to a finite length (see Figure 3):

(sin (COA)- sin (COB)))+{[ (Fa - Fb). OC] .cos (COB)-cos (COA)(3" "y =tc 2 AB o ( )(3)

where I = a generalized correction factor that is interpolated to the closest point

of approach (see also Fa and Fb). This correction factor can include

any model that should be applied within a merged flight segment.

Current corrections are listed in Section 2.4.3.

COA = the angle subtended by the closest point of approach (CPA) to thebeginning of the flight segment,

COB the angle subtended by the CPA to the end of the flight segment,

Fa = the value of the generalized correction factor at the beginning of the

flight segment,

Fb =. the value of the generalized correction factor at the end of the flightsegment,

OC = the slant range distance or the distance between the CPA and theobserver location,

AB = the signed length of the segment between points A and B asdetermined by the difference of AC-BC. This result maintains thesign convention discussed below,

BC, AC = the signed distance betweeen points A and C and points B and C,respectively,

Sign Convention = the angles COA and COB are given the following sign convention.The angle is positive if the opposite leg of the right triangle formedfrom the CPA point to the segment point (A or B) is in the samedirection as the flight, or negative if opposite. It therefore followsthat both COA and COB are positive in figure 3.

-13 -

0)

Ma.

'INN 0-

N NIN 0

'K~lN(D

K * N'~"i tK~imNt '~ N: NINFL

N:0

(4 CClCO

0~ 0 Mma)( )Lcx - m Wi-

w CD 0 0r% N0 (D a) M-j 06. *r- l. LOt U) (DC/Z XN x o 0. ca a

o-r- 0 UC o0

> a :I I cc0

0) 0

0

CL

75

0

CfCCkCu

0) (D

COu

Ch-

M0CD-

Figure 4 shows the ground track geometry and what might be the actual flight track of the sample

case after NMAP 6.1 has determined the power and subflight segments. The figure also shows the

resulting sound exposures for each segment. The segment sound exposures are used as factors for

the reference noise data that are appropriate to the geometry for the particular power segment. The

sound exposure for a segment with a single subflight can be calculated straight away from the

formulation listed above. The calculations in Section 3.1 for the first segment in the sample case

show exactly how that is done.

For segments .vith multiple subflights a slight deviation is necessary. The basic

formulation stays the same except that the relative sound exposure factors are accumulated over the

segment using a normalization of the form ICysubI /(SLsub) 2.

When all of the subflights have been determined then the slant distance associated with the

largest exposure factor value in the segment can be found. The slant distance to the associated

subflight, SLdom, is used to determine the reference exposure value, Lrcf, as well as to calculate the

sum of the exposure factors.

The resulting normalized factor is expanded as follows:

Nsub2 2INb Cyi I / SL Sub SL dotn (4)

where Nsub Number of subflights

SLsub Slant range between the observer and the CPA of the subflight

SLdom Slant distance to the subflight with the largest Cy.*

"ihe data in Section 3.1 will show these results in segments 2 and 3 of the sample calculation.

2.4.1.2 Curved Segments

The noise exposure due to an a.rcraft executing a turn is approached in a similar manner as

explained above for straight line segments. The calculated grid point noise exposure is therefore a

product of the reference noise level extrapolated to the observer distance and a factor to account for

the aircraft attitude. This is expressed, as before, as:

Noise exposure = Erc -I Cy I (5)

- 16-

The value of Erc is the same as for Eq. 2. The calculation for the value of Cy is slightly morecomplicated for curved segments. Cy is determined from the following formulation based on thegeometry shown in Figure 5:

Cy R SOLe2 P t Fa de £L2+I)- 1 (Fp-Fb) (C,1 +2C0) - 2 "JC]) (6)seclJ){j a (2C 2 0+Ci) 3 +! • den+C0Cy= .S2(det / F[ den -VC6]+ ] den 2 0] (6

where R = the radius of curvature of the aircraft turn,

SL the slant distance between the middle of the curved segment and theobserver,

sec3 = 1 + (tanp3) 2

tanl3Zb-ZatanDb-D where Za and Zb are the altitudes at point A and B respectively, Db

and Da are the cumulative distances from the start of roll along the groundtrack to the points A and B respectively,

CO = X0 2 + Y02 + Za2 + R2 - 2 • R • X0,

C1 = -2-R.Yo+2eR-tanP3eZae symm

C2 R2 - tan32 + 2 • R ( 0.47483 - X0 + symm - 0.1269 Y0 )

symm = +1 for left, -I for right turn,

X0 the X coordinate of the observer in the coordinate system where the center

of curvature of the turn is the origin, and the radial vector to the first pointof the segment, in the ground plane, is along the positive x-axis,

Y = the Y coordinate of the observer in the coordinate system outlined above,

den = "NIC2 02 + CIO + C0l

det = 4CoC 2 - C12,

Fa = the generalized correction factor at point A, at the beginning of the curved

segment, as explained in Section 2.4.1.1,

Fb the generalized correction factor at point B, at the end of the segment, see

Section 2.4.1.1,

- 17 -

'NU

IiiMD

'4 .0NM

4 1''N N' ' "l

N'o

X, r~

%44 N' I KU)

N.NN~ NN

tt 1.1 U

N $ .>

'3 'N

'4 'i .. ~ N "X D'3.

18-'

0 the negative value of the arc length of the turn in radians. This value cannot

exceed a magnitude of n/3 radians (60 degrees) since there is an assumption

that the tangent of the angle P can be approximated by the term a(see

also the description of the variable tanp3), which is the change in altitude

divided by the ground track distance between points A and B.

2.4.2 Runup Operations

The noise calculated for ground runup operations are determined in a similar manner as

those for flyover, with the exception that flight segmentation rules and corrections for air-to-

ground absorption are not applied.

The OMEGA 11.3 program operates on data in the NOISEFILE 6.2 and produces noise

level tables appropriate to the requested noise descriptors corrected for temperature and humidity.The resulting tables are not corrected for altitude but are left in terms of sea-level altitude as is the

default for NOISEFILE. The data are organized as basically 10 rows of angles, each row

containing data at one-third octave increments, starting at 200 ft and ending at 25,000 ft.

NMAP 6.1 interpolates and extrapolates these values to other distances and angles.

The noise exposure is determined by assuming the area of significant exposure will be

bounded by the extreme edges of the cardioid shape associated with runup noise directivitypatterns. The grid points within this area are searched out, and the noise exposure is calculated. If

the calculated noise exposure is above the cut-off value (see Section 2.9 for the exposure cut-offvalues) for the selected noise descriptor then the grid point is updated by adding the calculated

exposure.

The calculated exposure is obtained by determining the following:

(1) The direction in which the nose of the aircraft is pointing.

(2) The distance between the grid point (or observer location) and the center of the runup pad.

(3) The angle between the centerline of the runup pad and the line joining the center of the

runup pad to the observer position.

(4) The appropriate reference noise tables from which the noise exposure will be calculated.

-19 -

For runup pads, NMAP 6.1 takes item (1) directly from the input file from the AIRFLD keyword9

and applies the magnetic heading correction before using it as the runup pad heading.

The distance between the center of the pad and the observer position is determined by

transforming the NMAP 6.1 grid locations of the observer position, and the center of the runup

pad, to a coordinate system with the center of the runup pad as the origin (see Figure 6). This is

accomplished with coordinate translation and rotation. The observer angle is measured betweenthe intersection of the heading of the runup pad (to which the aircraft is also aligned) and a line

joining the observer position to the center of the runup pad. The length of this line is the distance

to the observer.

The proper reference noise values are determined by looking up the reference table for theaircraft in question and, looking up the angle and distance closest to the angle and distancepreviously found, then interpolating or extrapolating both for angle and distance for the correct

exposure value. Section 3.1 shows the development of the runup exposure determined for a

sample case.

2.4.3 Noise Corrections

As mentioned earlier, NMAP 6.1 uses noise corrections at the end points of segments and

subflights. The purpose of these noise corrections (or generalized correction factors) is to helprefine the accuracy of the reference noise data. The current noise corrections are as follows:

(1) The takeoff roll A6 correction scale factor1 0 : The takeoff roll model is discussed in detail in

Section 2.7. The model is based on a reference directivity noise level adjustment that is

applied to the aircraft ground runup reference noise data and scaled by the value of

10 (V/160 kUs) at the start of roll and 1.0 at the point of rotation. V represents the actual

takeoff speed and 160 kts is the value defined in Reference 10.

(2) Airspeed correction: The aircraft reference noise data is generated at discrete airspeeds

entered at points of change in the flight profile. Since the reference noise data can beheavily influenced by the aircraft airspeed a correction was added to interpolate the aircraft

airspeed to the closest point of approach to the observer, as is done for other noise

corrections. This correction has no effect during the ground roll portion of the flight and is

therefore has a value of 1.0 at the first two parts in any takeoff. The correction is also 1.0at the landing point. At all other points the correction is based on 10 (VVrVCO (where V is the

actual aircraft speed and Vrcf is the takeoff or landing speed). Touch-and-go's with a

- 20 -

s• IX1

Heading

Ypad " Runup Pad

YspSpecific Poit

SX'sp

Xsp Xpad

Figure 6. Runup Pad Geometry and Pad Coordinate System.(shaded axis represent the grid coordinate systemsolid axis represent the pad coordinate system.)

-21 -

takeoff roll are treated similarly to takeoff, and touch-and-go's with no takeoff roll are

treated similarly to landings.

(3) Altitude thrust adjustment: Above 1,000 ft altitude a correction is applied to correct the

reference noise data, which are in terms of sea level conditions for altitude. The correction

effectively decreases the reference noise data by 2 dB per 10,000 feet. The correction

assumes that noise output is reduced as effective thrust decreases, and effective thrust

decreases with altitude (reference 1). This adjustment is calculated as I0[(1000"aI)'2E'5)l.

(4) User-entered noise level adjustments (DSEL): NMAP 6.1 retains a feature that wasavailable in previous versions, which allows users to modify the reference noise data base

on information that may not already be contained in NOISEMAP. The complete details onthis feature may be found in Reference 8.

2.5 Specific Point Noise Exposure Calculations

Noise exposure calculations that are made at specific points on the ground that are notnecessarily aligned with the NMAP grid of observer points, and are completely user-definable are

called Specific Point Noise Calculations. The calculations for noise exposure at specific points aredone exactly as described for grid point calculations (section 2.4) with the following exceptions:

(1) No grid searching algorithm is applied for specific points.

(2) Whereas the grid of observer locations is fixed, specific points are completely user definedand can even be located outside the NMAP grid.

(3) The maximum number of specific points is 16.

(4) The specific point calculations are performed independently of the grid point calculationsthus allowing these calculations to be made without doing grid point calculations.

(5) Calculations are not subject to the cut-off values.

The process of calculating the noise exposure at specific points is the following:

(1) The X,Y coordinates of the specific points are passed to the noise exposure calculationroutines instead of grid point coordinates.

(2) The noise exposure calculations for each of the merged flight segments are performed, asdetailed for the grid exposure calculations. The takeoff roll and lateral attenuation modelsare applied where appropriate.

(3) The noise exposure at any specific point is the summation of all the contributions from allof the flight segments.

- 22 -

2.6 Takeoff Roll and the Effects of Forward Velocity

A takeoff roll model has been implemented in NMAP to model the sideline noise generated

by an aircraft during takeoff roll. The takeoff roll model is based on a study described in detail in

reference 10. The results of the study indicate that the change in the noise source emission during

the takeoff roll can be approximated by adding a varying correction that is a positive adjustment at

the start-of-roll, which reduces to zero at the point of rotation. Using reference 10 terminology,

this adjustment is now referred to as A6 .

The study was based on the noise levels of a Boeing 707-300 with an operating weight of

265,205 lbs. which assures a climb speed of 160 knots based on that aircraft's performance data.

Under these reference conditions a runup profile was generated with NOISEMAP 3.2 for theB707-300. The runup noise data were used to simulate an actual aircraft "rollby" using 200 foot

grid spacing. The variation in A6 as a function of sideline distance aircraft weight and aceleration

was determined from this reference data.

The study also determined a series of adjustments that should be applied to the aircraft

reference flyover data in order to model the takeoff directivity pattern. These adjustments are

shown in Table I and represent the B-707-300 flyover noise levels adjusted to a desired directivity

pattern and normalized to the reference ground-to-ground reference noise data. These reference

directivity adjustments are added to all aircraft takeoffs as part of the takeoff roll model. The data in

this table are 5 dB lower than the data used in Reference 9, since this 5 dB correction is now added

by OMEGA 10.7 when it generates the reference noise exposure tables. NMAP 6.1 uses the

following model to scale the referenced directivity pattern to the actual aircraft takeoff speed and

takeoff roll distance.

Using the reference B707-300 flight parameters listed above, the correction for acceleration

tak the following form:

Aaccl = -5' log1 o [ (Vro1 )2. (7)Vref Srot

relative to the acceleration of the reference B707-300. However, the correction relative to a Vrot

will require the addition of the difference between the Vrcf of 160 kts, leaving the final correction

as:

A6 = -5.log [(Vrot)2 rt. (ogo

- 23 -

This A6 value is then used to adjust the reference takeoff directivity pattern from the B707-300 to

an approximation of the actual aircraft. The study cited did make calculations for two aircraft (a

B707-300 with a different takeoff weight and an F-104) with reasonable results. The model was

also validated against measured data also with reasonable results.

At the time of the development of the original takeoff roll model, Vrot would almost always

differ from the noise data at reference speed Vrcf. Currently, the OMEGA 10.7 program generates

the noise data set for the input Vrot speed. The A6 term therefore becomes:

A6 = -5* log ( Sref) (9)

where Sref = 4779 ft which is the ground roll distance for the referenced B-707 aircraft.

Some of the assumptions of the NMAP 6.1 takeoff roll model, as stated in Reference 10,

are as follows:

(1) The effects of forward velocity on the directivity pattern of the aircraft engine in question

will not significantly affect the overall noise levels for the takeoff, and are thus ignored.

(2) The acceleration of the aircraft is assumed to be constant.

(3) The directivity pattern of the aircraft at the start-of-roll position (takeoff configuration) is

that for a static full-power runup.

To implement this takeoff roll model in NMAP 6.1, the following actions are performed by the

program.

(1) A directivity pattern is constructed based on the reference B707-300 directivity offset

shown in Table 1. This is done by adding these offsets to the reference ground-to-ground

data for the takeoff power condition of the aircraft in question. In this way a reference

noise table is built of level versus angle versus one-third octave distance increment.

(2) Once the reference directivity pattern has been created, then the noise exposure for takeoff

roll is calculated using the same procedures as for the runup exposure calculation.

(3) The calculated takeoff roll runup exposure is then added to the "flight" exposure, that is,

the exposure calculated strictly from the aircraft flyby.

- 24 -

gc%,I~ COCO* W

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- 25-

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OHH r- * - .0 D *0 .*0 . .0 C: . 0.(. .0 (D * 0 .* > 0 .*0 . .HO0O00 ID D r4 MOD -4 nmH c) r r-La% v H o oH' ~H wmrjwvjm H r4HHcoID H H HW4 IO wwm o mw c wwm -ID0mO aww wr 0 .CoID ID'. 0D a C> 0 0 0 0A 0 O O D OH4 0D LL

1000

-28-

The reference data that are generated by the OMEGA 10.7 and 11.3 programs are then used

by NMAP 6.1 to extrapolate to other distances and other angles of propagation relative to the

ground plane.

2.7.2 Lateral Attenuation and Transition Factor

Lateral attenuation accounts for the effects of ground absorption and aircraft shielding on

sound propagation for positions to the side of an aircraft flight track. In NMAP 6.1 this is

accomplished by one of two lateral attenuation models. One is applicable to air-to-ground noise

level data for civil aircraft 13 and the other is applicable as a transition factor which interpolates

between air-to-ground and ground-to-ground noise metric data for military aircraft.14 Both are

shown in Figure 9.

The SAE model is evoked for all civilian aircraft contained in NOISEFILE 6.2. The SAE

model has been compared to actual measured civilian and military aircraft noise. The results of

these comparisons show that the model predicts lateral attenuation for civilian aircraft with a

reasonable level of accuracy but does not perform quite as well for military aircraft, resulting in an

over-prediction of the value for the majority of military aircraft. Hence the need for a different

lateral attenuation model for military aircraft.

In NMAP 6.1, the military lateral attenuation model is implemented in the form of a

transition factor which basically interpolates between the predicted air-to-ground and ground-to-

ground propagation data to determine the effects of lateral attenuation on propagation. The models

are implemented as follows:

Noise exposure (d, [3) IMIL = TF - 10c-(Cd)nO) + (1-TF) - 1 0 (AG(d),°0) (9)

Noise exposure(d, P3) IciV = 1 0((A•(d)'A)/I) (10)

where noise exposure (d, 13) = the exposure at observer distance d, and elevation angle [3,

A = the SAE lateral attenuation values for civil aircraft, 12

TF = the transition factor predicted by the NMAP 6.1 lateral attenuation model

at angle 13,

= 1for 0< [3 < 20

= (2.093/3) - 0.04651 for 20 •13 < 450

0 for 45• <3 < 90'

- 29 -

14.0

12.0

10.0

Lateral 8.0(CIS) Ivil (Rot. 1 )-

6D

4.0 (Rot 13)

2.0

00)

0 10 2D 30 40 50 60 70 80 90

An& (og.)

a. Lateral Attenuation Models.

1.5 ............ ......... I,- I. 1 .. 1

1.0

Trarafton

Fodor

0.5

0.0

0 10 20 30 40 50 60 70 80 90

AJire (dog.)

b. NMAP 6.0 Transition Factor Model.

Figure 9. SAE and Military Lateral Attenuation Models,and the Transition Factor Model.

-30 -

GG(d) = the reference OMEGA 10.7 ground-to-ground exposure value atdistance d,

AG(d) the reference OMEGA 10.7 air-to-ground exposure value at distance d.

It can be seen from the military aircraft model that at angles of elevation greater than 45 degrees,

the transition factor tends to zero and the noise exposure is predicted solely by the air-to-ground

model. Likewise, at low angles of elevation the transition factor term is predicted by 1.0 and the

exposure tends to ground-to-ground model.

In the NMAP 6.1 program, the transition factor is returned as a ratio of the ground-to-ground propagation value at (d,3), and the air-to-ground propagation. Therefore for the first

subflight in Section 3.1, the predicted transition factor is 1.0 and the resulting noise exposure is

totally controlled by ground-to-ground propagation. The value returned is the ratio of the ground-to-ground reference noise exposure at (d,3) to the air-to-ground noise exposure under the same

conditions. When NMAP 6.1 calculates the noise exposure for the segment, the transition factorwill be multiplied by the air-to-ground reference noise exposure for that power segment and at the

dominant slant distance for the segment. This transition factor ratio (TFR) is calculated as:

TFR = (10 0 - 1) + (11)

2.8 Duration

The effect of duration on an aircraft flyby is to increase the noise exposure of the observer

over that of some instantaneous level. NMAP 6.1 uses two time integrated metrics that include the

effects of duration. These metrics are SEL and EPNL. Reference noise exposure data are

determined in terms of these metrics by the OMEGA 10.7 program. OMEGA 10.7 uses the

spectral noise data and reference integrated metrics in the NOISEFILE 6.2 noise database, and

expands these to other airspeeds and distances to give the required metric. OMEGA 10.7 uses the

following equation to adjust for the difference in exposure due to differing propagation

distances1 5.

Adjustment = 6 log (Dx/Drcf) (12)

where Dx = desired distance

I-f reference distance (usually 1000 ft)

OMEGA 10.7 uses the following equation to adjust for differing airspeeds.

-31 -

Adjustment = -10 log (VJVref) (13)

where VX desired airspeed

Vre- reference airspeed

Currently the time-integrated noise levels (SEL or EPNL) are included in the NOISEMAP input file

(NMI file) and are the reference noise data that NMAP 6.1 uses in i:: noise calculations.

2.9 Noise Exposure Cut-Off

NMAP 6.1 uses a threshold noise exposure level in order to increase processing efficiency.

If the calculated noise exposure level at any grid point is found to be below the threshold level,

then the grid search in that direction ends. All the noise exposures up to that point are computed,

and all the grid points up to, but not including, the grid point where the exposure fell below the

threshold are updated.

The default exposure thresholds are as follows:

DNL CNEL NEF WECPNL

35 dB 35 dB 0 dB 35 dB

2.10 Area Calculations

The calculation of the area bounded by the calculated noise exposure contours is

approximated by dividing the grid mesh into four sections of 25 rows of grid points by 100

columns of grid points. The smaller sections are then further subdivided by taking the area

bounded by four adjacent grid points and dividing them into five rows by three columns. The

smaller 15 point meshes are then used to interpolate grid values to determine a contour edge. The

rectangular areas bounded by the interpolated contour edge are then summed, and multiplied by the

unit 2.xea of the rectangles to determine an approximate contour area.

The NMAP 6.1 area calculations compares reasonably well to calculations based on more

accurate vector methods, but tends to have higher values due to the all-or-nothing addition of each

subgrid section. An exact calculation of the contour area is made in the NMPLOT program and is

displayed in its "show" window.

- 32 -

3.0 NOISEMAP FEATURES AND FLIGHT CHECKS

The following is a summary of the calculations that NMAP 6.1 performs in order to obtain

noise exposure contours. These sample calculations concentrate on the development of the noise

exposure levels, and do not place a heavy emphasis on such aspects as flight segmentation or any

of the other "housekeeping" activities involved in contour development. In fact, the program was

allowed to develop all of the support data in these calculations. These data were then taken and

formatted in such a way as to illustrate the implementation of the algorithms detailed in Section 2.

Figure 10a and b show the NOISEMAP Input (NMI) files that resulted in the specific point

summary shown in Figure II and the contours shown in Figure 12.

Tables 2, 3 and 4 show the flight segmentation data, the flyover noise exposure summary

and the runup noise exposure summary respectively for the specific point. The specific point is

specified in the NMI file by the "SPECIF" keyword as detailed in Reference 8. As was said

before, the coordinates entered into the NMI file have a positive offset of 50,000 ft in the x-

direction and 150,000 ft in the y-direction in order to assure that the user enters coordinates as

positive x and y values. It can be seen in Table 2 that the specific point coordinates Xsp and Ysp,

as used by NMAP, have had the offsets removed.

Figure 13 shows the geometry of each of the subflights. Each element of Figure 13 shows

the attitudes at each subflight endpoint, the slant distances and other physical data used in the

calculations. This figure (along with Figure 4) should be used as a guide to understanding the

geometry of the flight activity which produces the calculated noise exposure.

Please note that in many situations during the sample calculation a switch is made from

noise levels in decibels to the power equivalent relative power. NMAP does all of its calculation in

terms of power and all of its reporting in terms of decibels. It is more convenient and easier to

visualize noise levels in decibels and a license is taken in showing some data in decibels and using

that same data in calculations as power. To convert between the power P, and the noise level L the

following relationships can be used.

To convert relative power to noise level in decibels, use:

L = 10log0O(P)

To convert noise level in decibels to relative power, use:

p = 10(-.10)

- 33 -

COMDMET ARCHIVEDCOME04T 0COMMENT INPUT FILECOMMENT NxhAP107.BPSCOMMENT CASE NAMECOMMENT F-15 Power runup and flight tests for NOISEMAP report - aspAIRFLDS0000. 1S0000. 0. 0. 1000. EAST

F-15 Power runup and flight tests for NOISEMAP report - aspCOMM4ET This is a test of straight out and straight in operationsCOMMH•ET of the F-15 aircraft for the NOISEMAP 6.0 tech reportCOMMENTCOMMENT NOISEMAP input created by 14CM v. 1.0 on May 25 1991 at 23:27:04 from:COMMENT F-15 Power runup and flight tests for NOISEMAP reportCOMMENT Created by BASEOPS Version 3.01 on 12-28-1990 at 10:25:58PROCESOWLSAELAT ONSPROCESPECIF87999. 202000. TESTCOMMENTCOMMENT * FLYOVER DATA

SEL 061011 2 127.3 125.3 123.3 121.4 119.4 117.5F-15COMMENT 061011W0 OMEGA10.6 28 Dec 90 F-15 200 KTS 59 F 70 PCTCOM4ENT 061011W0 HIGH BYPASS FAN N061031AICOMMENT 061011W0 TAKEOFF POWER 90.00 % RPM

115.6 113.8 111.9 109.9 107.9 105.7 103.5 101.2F-15 299.7 96.0 93.2 90.2 86.9 83.3 79.5 75.4F-15 3

061011 1 127.3 125.3 122.2 119.1 116.4 113.9F-15 4111.2 108.6 106.2 104.0 101.8 99.7 97.6 95.5P-15 5

93.1 90.6 97.6 84.3 90.1 75.3 70.0 64.3F-15SEL 061021 2 117.1 115.3 113.4 111.6 109.7 107.9F-15 1COMMENT 061021W0 OMEGA10.6 28 Dec 90 P-15 250 KTS 59 F 70 PCTCOMME4T 061021W0 HIGH BYPASS PAN N061031AI N0610S1A1 N061031A1COMM4ENT 061021W0 TAKEOFF POWER 85.00 % RPM

106.1 104.3 102.4 100.5 98.5 96.4 94.2 91.9F-1S 299.5 86.9 84.1 81.1 77.9 74.5 70.8 66.9F-15 3

061021 1 117.1 115.3 112.1 109.1 106.4 203.8F-IS 4101.3 98.9 96.5 94.3 92.2 90.1 88.0 8S.9F-15 583.5 81.0 78.1 74.8 70.6 65.9 60.9 55.6F-15

RUNWAY100000. 200000. 90000. 200000. 0. 0. 3. 9CCOMMENT test departure with 45 degree turnFLTTRK13000. 0. 2000. 45. 290000. 0. TKOP9D1COMMENT F-1S 45 degree turn departureTOROLL ONTODSCR61. 1. 061001 061001 061011. 8000. 061 DEP *

061011. 20000. 061021. 305570. 061 DEPALTUDE 061001 0. 0. 8000. 0. 20000. 2000. 061 DEP *

200000. 10000. 061 DEPAIRSPD 061001 0. 0. 8000. 200. 20000. 250. 061 DEP *

200000. 250. 061 DEPFLIGHT061. 001. 50. 0. S. 061 DEPCLEAR ALL

Figure 1 Oa. Nmap 6.0 Sample Case Input File Part 1. (Header and Flyover Data.)

-34-

COMMENT ............. '*........*..........:

COMMENT " RUNUP DATA

COMMENT .... t. ttt..............ttttt *ttt

AL 06101 0 105.5 103.5 99.1 94.8 91.6 88.7 1COMMENT 06101W0 OMEGA11.2 28 Dec 90 59 F 70 PCT 29.92 IN HG 74-004-010 01COMMENT 06101W0 F-15A AIRCRAFT ENG F100-PW-100(1) N06106A0COMMENT 06101W0 INTERMED PWR (MIL) 90.00 % NC 930 C FTIT 7850 LBS/HR

86.1 83.5 80.9 78.5 76.1 .3.7 71.3 68.8 266.1 63.4 60.3 56.8 52.4 47.3 41.7 35.4 3

06101 20 107.9 105.8 101.8 98.0 94.9 92.0 489.2 86.5 83.8 81.3 78.8 76.3 73.8 71.3 568.6 65.7 62.5 58.8 54.3 49.0 43.2 36.8 6

06101 40 103.7 101.6 98.2 95.0 92.0 88.9 785.9 82.9 80.0 77.3 74.6 71.9 69.3 66.6 863.7 60.6 57.2 53.3 48.5 43.2 37.4 31.5 9

06101 80 107.8 105.6 102.6 99.7 96.7 93.6 1090.6 87.5 84.4 81.7 78.9 76.1 73.3 70.6 1167.S 64.3 60.6 56.4 51.2 45.6 39.7 33.9 12

06101 90 106.5 104.3 101.2 98.3 95.3 92.2 1389.0 85.8 82.6 79.7 76.8 73.9 71.0 68.2 1465.1 61.9 58.2 54.1 49.2 44.0 38.7 33.7 15

06101 120 116.2 114.1 109.2 104.7 101.5 98.4 1695.6 92.8 90.1 87.5 85.0 82.5 80.1 77.6 1775.0 72.3 69.4 66.1 62.0 57.4 52.4 47.0 19

06101 130 124.9 122.7 119.0 115.6 112.5 109.4 19106.2 103.1 99.9 97.1 94.2 91.4 88.7 86.0 2083.1 80.0 76.6 72.8 68.2 63.3 58.2 53.0 21

06101 140 125.5 123.4 119.5 115.8 112.7 109.6 22106.5 103.5 100.6 97.9 95.2 92.5 89.9 87.3 2384.4 81.4 78.1 74.4 70.0 65.1 60.0 55.0 24

06101 150 122.9 120.8 116.3 112.1 109.0 105.9 25103.0 100.2 97.4 94.8 92.2 89.7 87.1 84.5 2681.8 78.9 75.9 72.6 68.6 64.3 59.9 55.6 27

06101 180 92.6 90.5 85.6 81.1 77.9 74.8 2871.9 69.2 66.5 63.9 61.4 58.9 56.3 53.7 2950.9 48.2 45.4 42.3 38.8 34.9 31.1 27.3

RNPPAD94000. 202000. 30. PADICOMMENT F-15 on runup pad 1RUDSCR61. 90. 06101 RUNIPADIRUNUP 61. 90. 10. 0. 1. 60. RUNIPADICLEARCLEAR ALLAREA 85. 80. 75. 70. 65.END

Figure 10b. NMAP 6.0 Sample Input File Part 2. (Runup Data.)

-35-

/* ARCHIVED /

0

/1 INPUT FILE /

NNAP1807. BPS

/* CASE NAME /

F-IS Power runup and flight tests for NOISD4AP report

12/20/90 --------------- ----- NOISEMAP 6.00 --------------- ----- PAGE 7

ONL F-15 Power runup and flight tests for NOISEMAP report

SUMMARY OF AIRCRAFT FLIGHT OPERATIONS AT SPECIFIC GROUND LOCATION TEST

X a 87999.0 FT Y , 202000.0 FT

RANK 1

AIRCRAFT 61

MISSION 1

FLIGHT THE 901

POWER 90.00 % RP

AIRSPEED 200 KTS

ALTITUDE 649 FT

SLANT DIST 2105 FT

ELEV ANGLE 17.9S DEG

EVENT DAY 50.000

NIGHT 5.000

ErCTV SEL 107.09 03

i]NL 77.72 D0

CUM DNIL 77.72 D3

FLIGHT DNL 77.72 D0

TOTAL DNL 77.74 D3

12/29/90 -------------------- NOISEHAP 6.00 -------------------- PAGE 8

ONL F-15 Power runup and flight tests for NOISEMAP report

SU04ARY OF AIRCRAFT RUNUP OPERATIONS AT SPECIFIC GROUND LOCATION TEST

X x 87999.0 FT Y - 202000.0 FT

RANK 1

AIRCRAFT 61

THRUST 90

RUNUP PAD PADi

POWER 90.00 % NC

SLANT DIST 6001 FT

ANGLE 120.0 DUG

TIME DRY 600.0 SEC

NIGHT 60.0 SEC

AL 73.05 D3

OWL S4.47 D0

CUM roL 54.47 De

RUNUP DNL 54.47 D0

TOTAL DIL 77.74 D0

Figure 11. NMAP 6.0 Specific Point Calculation for a Sample Case.(Figure shows the major contributors both flyover and runupoperations.)

-36-

0,.D

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3.1 Example Calculation in Detail

3. 1.1 Flight Segment I

AC = -12001' COA = -80.540BC = 4001' COB = -63.44*SL = 4473' Elevation Angle = 0AB AC - BC = -8000' Fa = 1.293828ALTcpa = 0 Fb = 1.0

The takeoff roll (TOROLL) calculation is divided into two parts. The first part calculatesthe noise exposure arising from the flight segment itself, while the second part calculates an offset

to account for the ground runup and acceleration effects of takeoff. For the flight segment,NOISEMAP will use the ground-to-ground propagation SEL power values (00 elevation angle),

since the altitude at the closest point of approach (CPA) is 0 ft AGL. NOISEMAP obtains acomputed reference SEL power value, Ere, by

Ere = 10w • TFR

where TFR is a transition factor ratio and the AtG is the Air-to-Ground propagation value at the

slant distance to the CPA. This equation adjusts the reference SEL power value for lateralattenuation by interpolating between the reference Air-to-Ground and Ground-to-Ground

propagation SEL power values which are contained in NOISEFILE.

NOISEFILE provides the Air-to-Ground (LAG) and Ground-to-Ground (LGG) propagationreference values to interpolate to the calculated slant distance in the following manner:

LAG (2000') = 107.9 dB LAG (2500') = 105.7 dB

LGO (2000') = 101.8 dB LGO (2500') = 99.7 dB

Using NOISEMAP's algorithm for interpolating the Transition Factor Ratio (TFR) and also notingthat the value of the Transition Factor from the NOISEMAP lateral attenuation algorithm is 1.0,

then TFR becomes:TFR = LGG (2500') - [LGa (2000') - L__(2500')] * D'

LAG (2500') - [LAG (2000') - LAG (2500')] ) D'

where D' equals the fractional difference between the index of the upper limit of the interpolation (anumber between 1 and 22 representing the one third octane increment) and the fractional indexvalue of the distance being interpolated to. This is determined by:

- 42 -

D - 10 log (distance) - 22S 10 log (2000) - 22

= 33.01029- 22 = 11.01029

D' = D - [Integer (D) + I]= -0.9897

In power terms the equation becomes:

9.332543E9 - (1.513561E10 - 9.332543E9) - -0.98973.715352E10 - (6.16595E10 - 3.715352E10) - -0.9897

NOISEMAP stores and calculates the noise values using the power value (not in decibels) and only

converts to the dB value at the final grid printout. The TFR computed is:

TFR = 0.2455066

Next, NOISEMAP computes the Exposure Factor, Cy, for this segment. In this step NOISEMAP

also adds any noise level offsets with the following equation in the LINEX subroutine:

Cy Ic" *sin(COA)-sin(COB) ) + (F'-Fb) - OC cos(COB)-cos(COA)

= CO2 + AC-BC2

whereACFB - BC°FA

IC = AC-BC

AC and BC are the distances from the CPA and points A and B, respectively. When computing

the sine and cosine functions, the angles COA and COB are defined as positive if the direction

from the CPA to the point is the same as the aircraft heading and negative if opposite. Fa and Fb

are correction factors that are applied at points A and B, respectively. Currently, an altitude

correction, the delta six at the start of takeoff roll, airspeed adjustment and DSEL (a user input

offset to the SEL) are used by NOISEMAP in the generalized correction factors (see Section

2.4.3). The Altitude correction is computed by the following equation:

Altitude correction = 10 (1000(ALT)" 10-51

where ALT is in feet.

It is important to note that this correction is set equal to 1.0 for altitudes less than 1000 ft.

Since the takeoff roll algorithm, TOROLL, is invoked, the correction for the start of takeoff

roll, (A6 ), is computed by:

- 43 -

= 5 log(

Srotm

where

Srf = 4779 ft (length of the Boeing 707 reference aircraft takeoff roll)

Srotate - 8000 ft (the F- 15 input takeoff roll)

A6 = 1.118765dB --* Power,6-- 10 = 1.293828

The takeoff roll correction at the point of rotation is 0, since the omega program computes a Noise

Profile data set for the given liftoff speed.

The airspeed correction is based on the rotation speed. However, during takeoff roll, this

correction is not applicable. There are now user-entered dB corrections.

Cy can therefore be calculated as in the following steps:

Fa (dB) = Altitude correction at pt A + start of TOROLL A6 + Speed Adjustment at pt A +DSEL at pt A

Fa(P) = 1.293828

Fb (dB) = Altitude correction at pt B + end of TOROLL A6 + Speed Adjustment at pt B +DSEL at pt B

Fb(P) = 1.000000

= (-2=(12001 * I + 4001 - 1.293828) (sin ('80.5*) -sin (-63.40)) 2 +(-12001 +4001) 2

(Fa-Fb) 2000 . (cos (-63.4*) -cos (-80.5*))-8000 2

Cy (P) = 0.049592

Therefore, the flight part of this segment noise exposure is:

Er" - ICyl = LfAG - TFR lCyI =

6.140714E10 • 0.2455066 • 0.049592 = 7.476419E8 (88.74 dB)

(Note that the reference air-to-ground power level has been interpolated by NMAP using the

methodology shown for the TFR calculation.)

In the second part of the TOROLL calculation, NOISEMAP computes an adjustment to the

.ioise exposure. This adjustment is added to the noise exposure computed above to obtain the total

noise exposure for the takeoff roll segment. The Takeoff Roll Ground Runup noise level is

-44-

computed by adding the total directivity pattern offset to the ground-to-ground noise level from the

start of takeoff roll to the calculation point. For segment 1 the slant distance to start of takeoff roll

is 12167 ft and the ground-to-ground noise level from interpolating the NOISEFILE data is 81.04

dB. The angle to the calculation point is 9.4620 and interpolating in table 1 (page 25) we getI x10-35 for the adjustment. This leaves us with a value of 1.27076x10"27 value for the TOROLL

adjustment. This essentially adds no correction for the runup portion of the takeoff roll.

The total noise exposure for this segment is essentially equal to the flight segment exposure

plus the TOROLL adjustment, that is:

Flight Segment 1 Noise Exposure = 10 log((Eref + ETOROLL) ° (TFR •Cyl))

= 10 log{(6.140714E10 + 1.27076E-27) 0.012175286) = 88.74 dB

3.1.2 Flight Segment 2

Subflight 2:3

The second segment is divided further into three subflights. The first subflight 2:3 is the

initial liftoff segment. The aircraft starts at 200 kts and 0 ft AGL and climbs to 833 ft AGL at a

climb angle of 9.46'. The geometry of this subflight relative to the calculation point is given in

Figure 13-2.

The following data are needed for the calculation:

AC = -3947' COA = -61.900BC= 1122' COB - 28.16*SL = 2105' Elevation Angle 1 17.930The altitude at CPA = 648' TF - 0.0702217The slant distance to CPA (OC) = 2105' TFR - .94717Flight Segment length (AB) = AC-BC = -5069' Fa 1.0000

Fb 0.9166667LAG( 2 10 5) = 55,941,890,000 = 107.48 dBLGG(2 10 5) = 13,855,120,000 = 101.45 dB

The Exposure Factor, Cy, for the 2:3 subflight is evaluated as before:

Cy = -0.6395776

From this Cy a normalized value for this subflight is determined by:

- 45 -

=YP SL2

0.639576(2105)2

= 1.44341E-7

The second subflight of segment 2 is a climbing turn with a 200G ft ground plane radius.

The aircraft is still climbing at the 9.460 climb angle starting at 833 ft AGL and ending at 1,095 ft

AGL after completing the 450 right hand turn. The geometry of subflight 3:4 relative to the

calculation point is shown in Figure 13-11.

The following data are needed for this calculation:

Subflight Length = 1,593 ftClimbZ = 9.462rAtG(2386) = 69,882.142,782 = 108.4

GtG(2386) = 17,411,793,902 = 102.4ElcvafionL = 20A3TF = 0.055937TFR = 0.9580593

Fa = 0.9166667Fb = 0.886594

The Exposure Factor for subflight 3:4 is calculated by the following equation in the TURNEX

subroutine:22C20+Cl c_ Q:Fh CO+2Ce

Cy RSL2( ) FaI - 2 FCJ)+

where

SL =2386' Symm= -1R = 2000W den = 3004.62885

0 = -0.785398 dct = -2.97842E13XO =0 SccB= 1.013794

YO= 1000Za = 833.33'

Zb = 1095' Db-Da = 1570.7963

tano = 0. 16W67

-46 -

CO = X 2 +Y 2 +Za +R2"2RXo = 5,692,440

C! = -2RY0 +2R I Za (Symm) = -4,551,560

C2 = R2 ( Z-a) 2+ 2R1 (0.47483. X0 + Symm (.1269 YO)) = -395,578Db-Da

Thus, Cy is:

Cy = 3.88186E-4 [599.5194 Fa - 265.3916 (Fa-Fb)]= 3.88186E-4 [334.1278 Fa + 265.3916 . FbI= 0.2102330

Normalized exposure factor at CPA for subflight 3:4, Cycpa = 3.69319E-8

Subflight 4:5

This subflight of the second flight segment is a straight climb that occurs after the 450 righthand turn. The aircraft starts at 1095 ft AGL and reaches 2000 ft AGL. This subflight geometry is

shown in Figure 13-4.

The following data are needed for this portion of the calculation:

AC = 876.8268 COA = 16.910BC = 6380.921 COB = 65.760

Elevation Angle = 22.410Alt at CPA = 1095.133 TF = 0.046886

Slant at CPA = 2872.995 TFR = 0.9650072AB = -5504 ft Fa = 0.886594

Fb = 0.7639441

LAG( 28 73) = 104.6 dB

L4-GG(2873) = 98.6 dB

Using the methodology for subflights 1:2 and 2:3, the normalized exposure factor for this subflight

is:

CY = -0.263393

Cycpa = 3.191056E-8

NOISEMAP now adds the three subflights together to get the noise exposure value for the secondsegment by using the following summation:

- 47 -

Noise exposure segment 2-fnsubf

LAGref" Cylcpa1 * TFR,) ( SLDOM) 2i=l

= 55.942,000,000 • (1.44341E-7 x 0.9471701 +3.69319E-8 x 0.9580593 +3.191056E-8 x 0.9650072) • (2105.98332)2

= 50,300,936,352= 107.02 dB

it should be noted that the LAGrcf is the reference air-to-ground noise exposure of the dominant

subflight. The dominant subflight is determined by the largest Cycpa term, which in this case

occurs at subflight 2:3. The LAGrcf is then determined from the slant distance to the CPA of this

subflight.

3.1.3 Flight Se2ment 3

This section describes the third flight segment which is the final climb of this flight profile.

Subflight 5:6

This segment includes a power cutback to 85 percent RPM and a speed increase to 250 ktsfor the F-15. The geometry of Subflight 5:6 relative to the calculation point is shown in Figure13-5.

AC = 6218.352 AB = 180,177BC = 186396.0 Slant CPA = 3209.727Fa = 0.7639441 COA = 62.68150 TF = 0.0078536Fb = 0.5285548 COB = 88.6840W TFR = 0.9940802

ALT at CPA = 2000 Elev L = sin-] ( QA )=:38.5-

LAG (3210) = 2.560317E9LcGG (3210) = 6.153103E8

From previous methods, the noise Exposure Factor for subflight 5:6 is

Cy = 0.042032765

Cycpa = 4.07992E-9

Subfli~bt 6:7

This last subflight of this segment has the aircraft leveling off at 10,000 ft AGL. The

geometry in Figure 13-6 relates this subflight track to the calculation point.

- 48 -

The following values are needed in this calculation:

AC = 186135.6 Slant CPA = 10,359.57BC = 290706.4 COA = 86.814* TF = 0Fa = 0.5285548 COB = 87.9590 TFR = 1.0Fb = 0.5285348 ALT at CPA = 10,000 ft Elevation L = 74.9*

The noise Exposure Factor for this subflight is:

Cy = 0.00024128

Cycpa = 2.24822E-12

NOISEMAP now adds these two subflights together to get the noise exposure value for the thirdflight segment.

Noise Exposure for Segment 3 =nsubf

LAGrcf ( g Cylcpai * TFRi). (SLDOM) 2

i=1

= 2560318000 * (4.07886E-9 • 0.9940802 + 2.24289E- 12 • 1.0) . (3209.727)2

= 107011483

= 80.29 dB

3.1.4 Overall Flight Exposure

NOISEMAP computes the total noise exposure from the flight profile by summing the

calculated exposure power values of each segment:

Segment 1== 10 log(7.476419 E8) = 88.74 dBSegment 2== 10 log(50300936352) = 107.02 dB

Segment 3== 10 log(107011483) = 80.29 dBTotal== 10 log(51155597231) = 107.09 dB

The total flyover noise exposure can now be computed by:

Flight Noise Exposure = SEL + 10 log (Nday + 10 Nnight) - 49.4

= 5.115597E10 • 100 / 86,400 = 5.920829E7 = 77.72 dB

3.1.5 Runup Contribution

Figure 13-7 shows the geometry for the runup calculation.

- 49 -

NOISEMAP interpolates from the input runup data set to get the A-weighted sound level atthe observer point. At a 1200 propagation angle, a runup value can be interpolated from thereference power values in the following manner (see Table 4):

A-Level at 1,000' = 75.0 dB = 31,622,779A-Level at 12,500' = 72.3 dB = 16,982,437A-Level at 12,000' = 73.1 dB = 20,170,528

Value = 19,904,649

The runup noise exposure is computed by:

Runup Noise Exposure = AL + 10log (Durday + lODurnight) - 49.4

= (19,904,649 • (600+10(60))/86,400

= 276,453

in DNL = 54.42 dB

3.1.6 Final Specific Point DNL Calculation

The final Noise Exposure for the calculation point is computed by adding the DNLcontribution of the flyover and the ground runup operations.

Flyover Noise Exposure = 59 ,208,290or DNL = 77.72 dBRunup Noise Exposure = 280146 or DNL = 54.47 dBTotal Noise Exposure = 59,414,743orDNL = 77.74 dB

3.2 Flight Checks

The following are a list of flight procedures which NMAP 6.1 checks to insure that theflight conditions are valid. Most of these checks are redundant if the NMI file is created by theMCM.

(1) Aircraft airborne at end of runway.

(2) Aircraft is airborne before starting a turn.

(3) Aircraft not descending below airfield elevation on a touch-and-go.

(4) Aircraft landing glide slope is 0.5 < slope < 10.0 degrees.

(5) Aircraft altitude ascends above 301.0 feet in takeoffs and touch-and-go's.

- 50 -

(6) The aircraft subflight end distance is greater than the beginning distance (i.e., aircraft notreversing on a subflight segment).

(7) Aircraft continues to ascend after a touch-and-go and not fall below 301.0 feet altitude

within 100 feet from brake release point.

Reference 4 has a complete listing of the error messages from the NMAP 6.1 and MCM programs.

3.3 Aircraft Noise Reference Database

The following tables contain the complete list of aircraft in the NOISEFILE 6.2 database.

Table 5 shows all of the flyover aircraft reference noise data, Table 6 shows the runup data and

Table 7 shows the civilian aircraft data.

-51 -

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z

0 ZP IZZ - EEE P 000000

E, 404 w -V -V v Q W q r.nm cNic'r'jr~cq -4 .-4.-4 -4.4

2,4.-~-4 .4 4 ..- 4 .-4 -4 .- 4 .. 4 -4 -4-4 ... 4.-4 4.- 4 . 4 00 000000: C C 'J " 03CV C0

9 00 0>.0a. 00 00 c0o -

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z z zz 0 ZZ Cl M MX CD 0o -4 -4 Ln Lln Lf Ln LnLf"C.ri- " 4- H .- " m a. il o, a, I I r- r r - r- 1- 4 -

a. 0. E..m E-o P. ugP ll 11w w Q3 w w W C4~ (4 W 4. W 0. W0L0D0C D O00 0O 00000C

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'A -4 ..4 -4 -4.14 .-4 4.4 . 4 4 -1*4 .- ..-4 . -1- 4 .- f. .-4 14 .- 4 . -4.4 4 -4 4...4 -4 U

a. 000 0 000 00 00 00 00 00 00 o000000 000000 C00g 000 000 00 00 00C 00 00o 00 000000 00o0000C>m 000 00 000 00 00 00 00 00 00 1000000 000000

.~CL m4 04. a. 66 ~ ~.4 00 0 0 .44 > .CID 00

t- ~ ~ 4 WC. 4) 44 C0 0 IOwwU) r. r--rr--rr-- LnL nL nL

x. I. I Vww,) wI U n '4- '

U'- 0. U 0 n( m X 4 r .14.0 C4

H (.30 ... )l4 c.) au) au~ Mo mo vu Ximmmmm

01,

M(4 -C 0a.41

H a. .W wa W 0Ww

'- E-. P -44 .Z-ý')

04gz

0 .a0. 0.0. PU 0.0 E.0 H.0 E.0 E.0 E."- 0.0 U0 Ca

0 0

>4 -.- x 00'0 00 .- 4.- (*(*C' (.xr xx4 *0* (.-r .-- J*c4

U D:'C4c4 cagCCU: % (002' c-W-c- %.1% c'4 a: 6Z6o. o. x %.C0: C6-w oMt M'c- toC' tc- (n* (A(' to('* *(A M En 0

o3-~f .41f o U en o-l) en1l o c-Poen om n o-~ m c-Pn o c o oo o W0q~ WPc, I 40 0~~~~~~~~~o o 040 00 00 00 0 00 0 00 0 00 0 0. 00 0 0 0 0)

UZ m 0% 00 c' -4.-4 "N"*4' c-m- en v W lAn %0%0 r--c- -4 4 CN 4 4la eqc-4 I(n m 1(.1 m m0 O %00 r-c- r- r- r --- C - C-cr- c -c-- r-c- c-c-- c-cr-- 00 M 0 00 M0 00 M0 D C C D

40 e -4( r*4( r 4 r*4 ,4 rq.it* rq(* cq qc-4 N e4( r4 r-J( c4('J4.c4 c4 r4 c-4 CJ c r4 C 4 C4C4 C*4 .C*4 40) "" -" "H ZZZ ZZ HZ .... ZZ Z Z ZZ ZZ ZZ

54 -CAC I -C C l< 4 4 c l< l< I 4-C 75 - c I CI O <l C-

REFERENCES

1. Galloway, William I., Community Noise Exposure Resulting from Aircraft Operations:Technical Review, Technical Report AMRL-TR-73..106, AAMRL, Wright-Patterson AFB,Dayton Ohio, November 1974.

2. Mohlman, Henry T., Computer Programs for Producing Single-Event Aircraft Noise Datafor Specific Engine Power and Meteorological Conditions for Use with USAF CommunityNoise Model (NOISEMAP), Technical Report AFAMRL-TR-83-020, AAMRL, Wright-Patterson AFB, Dayton Ohio, April 1983.

3. Lee, Robert A. and Mohlman, Henry T., Air Force Procedure for Predicting Aircraft NoiseAround Airbases: Airbase Operations Program (BASEOPS) Description, Technical ReportAMRL-TR-90-012, AAMRL, Wright-Patterson AFB, Dayton Ohio, January, 1990.

4. Moulton, Carey L., Air Force Procedure for Predicting Aircraft Noise Around Airbases:Noise Exposure Model (NOISEMAP) Users Manual, Technical Report AMRL-TR-90-01 1,February 1990.

5. NMplot Users Manual, Technical Report, To Be Printed, AAMRL, Wright-Patterson AFB,Dayton Ohio

6. Sound Level Descriptors for Determination of Compatible Land Use, Standards, ANSI53.23 - 1980, American National Standard, New York, New York, 1980.

7. Environmental Protection, Annex 16, Volume 1, Aircraft Noise, Standards, InternationalCivil Aviation Authority, Montreal, Canada, 1981.

8. Seidman, Harry and Dunderdale, Thomas C., Noisemap Grid Spacing Analysis, TechnicalMemorandum, Bolt Beranek and Newman Inc., August 1976.

9. Beckman, Jane M. and Seidman, Harry, Noisemap 3.4 Computer Program, OperatorsManual, Technical Report AMRL-TR-78-109, AAMRL, Wright-Patterst n AFB, DaytonOhio, December 1978.

10. Mills, John F., Calculation of Sideline Noise Levels During Takeoff Roll, Technical ReportAMRL-TR-76-123, AAMRL, Wright-Patterson AFB, Dayton Ohio, September 1976.

11. Standard Values of Atmospheric Absorption as a Function of Temperature and Humudity,Standards, SAE ARP 866A, Society of Automotive Engineers, Warrendale Pennsylvania,March 1975.

12. Powell, Robert G.. Overground Excess Sound Attenuation (ESA), Technical Report,AAMRL-TR-84-017, AAMRL, Wright-Patterson AFB, Dayton Ohio, June 1987.

13. Prediction Method for Lateral Attenuation of Airplane Noise During Takeoff and Landing,Standards, SAE AIR 1751, Society of Automotive Engineers, Warrendale Pennsylvania,March 1981.

14. Speakman, Jerry D., Lateral Attenuation of Military Aircraft Flight Noise, Technical ReportAAMRL-TR-89-034, AAMRL, Wright-Patterson AFB, Dayton Ohio, July, 1989.

R-I

15. Speakman, Jerry D., Effect of Propagation Distance on Aircraft Flyover Sound Duration,Technical Report AMRL-TR-81-28, Wright-Patterson AFB, Dayton Ohio, May 1981.

R-2

APPENDIX A

NMAP 6.0 Flowchart

The following is a program flowchart of NMAP 6.0. Figures 1 through 13-A show the

overall structure of the program and the remaining pages show the individual subroutine

structures. Subroutines are listed alphabetically.

Figure 1. Main Program Procedure Call Reference

CR3310 ENDlI$SO EN?,I~ NX1CRD

Figure 2. Subroutine &DCARD Procedure Call Reference

A-i

-I TLZE

NEWPG ENDHSG T IPAGE

Figure 3. Subroutine INTLZE Procedure Call Reference

Figure 4. Subroutine ERRMSG Procedure Call Reference

A-2

3~P S~CPN UPRUS? GEN

J ~ J L~ NES 5 SPAUNU TRE

1PL

1 UM AR

Figure 5. Subroutine PROCES Procedure Call Reference

A-3

CLIOI 4 XCNS,,OCE

CUS PSU 1M (RS 3CM 711

CUB, M , . ,5 , IXIC

Fige6 . Subrouie ?

YA UN

Io',,~~~ ~ Vi,,AI, I,,,iR

Figure 6. Subroutine $IMHC~K Procedure Call Reference

A-4

TEP TIPAGE W RNMsG ERRMSO I E Dso

I , ] INEWFGR G E

Figure 7. Subroutine XAIRFL Procedure Call Reference

Ell So NEWG URN"G

Figure 8. Subroutine XRUNWA Procedure Call Reference

A-5

YF - XF L I i

CY ERRflSG ENDflsG FLPATH NAflSCH PROCOR URNNISO PROCES

E G~ C RUETR CRUM

TR t R PRELUD NEI1PO

Figure 9. Subroutine XFLIGH Procedure Call. Reference

Figure 10. Subroutine XFLTTR Procedure Call Reference

A-6

Figure 11Y Subroutine XRUNUP Procedure Cal1 Reference

EEDfiSG MENS ?GU

N~NEU O

Figure 12. Subroutine XRNPPA Procedure Call Reference

A-7

CA" XAIAFL

UEN INIV? FILE I

I CALL ADCARD 31

OPEN OUTPUT FILE

AUNNev? CALL XPURVA

(ALL 1111,211

CALL lbCA" 44

1

CALL [AIRSOM

41111111.1)? CALL kAIAFL"ICAR ENIRS

CALL RDCAU 34

AUNVAY? 1 71 NOW ?AD? Chu XROPA

i

Chu ASCAD is

FLINT TIACV) 74 ?j1WTjlS? I CALL EMI W)

E114 CASE

CALL OOM to

art

CNI ?NRINAINN4,111"',

I

?48? 1 71 (ALL MIC1111

I

MUM? t 71 V,

Of ?0 W1111cl

amp

CALL tiltlil

Figure 13. Main Program Flov Diagram

A-8

i ?[s ,: iJ a AL.WOS

CAL'J'AL DC AD11IfIUft ? 31 0

CALL IKCDRS

Rulup is MC S .4

Slu? TITII

<

I AS

~191W P07! M0

(CAontinueion

A-9 1 ac

FIRST T MAXE THIS FIRSTCOORIN 119H LIGHT

6:Tt IN POINTPA F RETURNPAW " H=

I GE F 1 0 M? ADRINEF i 1 8 P t QFQFLI NNIý N I I FANIONI 14TH III$ N 4 N

IQUAL 07 S1 "E I

A cu u 29Ell S -EGMEN? ID

OINISFA I ANOL F I to ITIEIINT

AD"FLIGNI KIN S N MEQUAL 07 ARE

ti<

-

ININADMITIEVID 20

SIGNER

to JINICUMNIS 40

C1 MAKIR AND

CURY Nil01 A MEOF,RIF

ANOL F I Sul VID 9 NVA Ulf$( SUM IN S

C -URVATU

I

CALL CRUTRX

LL CURVE48 CA t

G]ýD

Figuro 14. SubProgram AT&BUT Flow Diagram

A-10

c~s0 0(D! ':"IiI " l II I.B tJ

SI' S u r;nJ

,•,~l

016

*'iIi --

|II

S22 !"L''1I•.F-LJ, 1 ,1LeL

(Da

Figure 15. SubProgram CHERCH Flow Diagram

A-I1

SFORMULIT[

ONUTPUTO

I

CALLI col s!MP ( III[•O?] U01IN i

olI As NU s

Figure 16. SubPrograml CLEAR Flov Dialgra.l Figure 17. SubProgram CPARLEA Floy Diagram

A-A2

Li oil 6

CE DDEFINE

INTERMEDIATEX AXIS SECTIONN 74 1 1 - I

DEFINE TURNANGLE

i

ROTATEAND

TRANSLATE

E DETERNI IRECOORDINATE 'S FORC TURURUATUREECEIT111

G RETURND

Figure 18. SubProgram CRVTRK Flov Diagram

A-13

F cu~TjI

• t •N nX~u : A11y OOF

UigEr CU1VE FUNCCION

us IN~~TA usARAQ

a ONE UALUES

[UURUE FUNCT E R ET

RETURN

CAE CULUFUNCTION

Figure 19. SubProgram CURVE Flow Diagram

IPRINT A LIKE OFI TASTERMINATE MESSAGE

SDECREASE NUMBEROF RIMfAININILIKES BY INO

figure 20. SubProgram ENDKSG Flow Diagram

A-14

CEDUtli) : ! • [u| l-O

5L. 1112t'A ICA Anti Mus

I~s '•tIII " Sol

II*L O~i~I6 I STN

"'U'"

(Plcf In~n

.01

I

Figure 21. SubProgram EPNLD Flow Diagram

A-15

FLAG [Q•AL

CALL NEIJG

IE WRITE ERROR 1BANN A ACROSS

ThE PAGE

DECREASEEI OFAUAILABLELINES BY TWO

ERROR COUNT 28:208 OR

2567

H OUN! IY iO RI

I PECIFTC POINT

FLA SIT EQUALNO OALSE

FLAG SE [UALTO TAU[

~t STOI[RE u

Figure 22. SubProgram ERRISG Flov Diagram

A-16

I IbcTp, : )

::t

~~1 UlmSmUI

a*s

TIP T411 T~P

X IN i.

FF.L iV C1

Fiur 2.SbrgaFLAMFoDigam)

sA1-171411I

(ED (ED~

ILL Sul1 ~ a :aio

Is

M IGNI~~I~~ 2 7TOAITI 11

CALL LIN Fin 0NOIN0

C FO-( 0 17"Fck

I'

INER

A-IN

jpD MxxIN 2 I

AIZ xI INITIALIZE diOFFSETS FORLOCATE POST!ON ]JOHN HILLS EOUNDOF KU? P.O I PU4U?

IJCALCULA TIONS

7 o RLNI Pa[+D I OnUTIEO DAT?j

SET x aNOIS;RonUNUP ?A ENSU 2i OE UP SI D HAL I

"I OF "I F

NOSET x AUR

NOISE I

A-1

¢H CX U JAE HALF i

FR Us1 NOISE

Fl~ow CXDiga Flow Diara

nOISEA 19OU•

S9 OF I

IIf

I I AND I

JIjINC 0I IIss

Oil

figure 28. SubProgram LINESD Flow Diagra

A-20

FK~~ CISEI JAUx

' T. IS: :Si1 1s Ulf

'ts~s! f FROM COOlRhIN In PlAME 36

(Sri a

F S!1 EA'P NAC/i ( .6.7 25

IC2PUE YCýOCWI'

CORPUT IE y AND

ADUNDFLANtI0

jCEFFIC!I P? 1

Ca UIý ATE 1THE

cc IONT C

Figure 29. SubProgram LINEX Flow Diagram

A-21

(HE) aIEu Ic N ica

V11? .ONaPG~~afNOuI TI C 1~3

MAN IEURI I~ ~ IN~R? nEn Io

Figur. 30. Sbhogra RANSR Figue 31. S EroSE, NWP

Ploy~RJE Diaga COUNDigra

FAAUL2AG

IPARAnrEAS FOA AI

ON FLIGHT PATHSF:E

ON FL ON? PAn RUE

t 4- 2,F"TPN.

Figure~ ~ ~ ~~~~~~I 32. SuTormPEU iue 3 u~ormPO

Flov~~AL Digrm folDaga

coA-23

.AC.? C .3 I6

I " ".

?RSCN CAL 110 0R0Iu

,I O; COIAll

It c', JAC

Rxi ICTO

REIMOR 13iy

I~ ~ ~ it C39T OOD-|fT~.[At

C INC III[

URSAaCIF oIEf 30

T]I•CK USIG THI[ U SIASOC 1

OCR I N11131

/ ! J mlims ;.n

Li

44.

Figure 34. SubProgram PROCOR Figure 35. SubProgram PRTERR

Flow Diagram Flow Diagram

A-24

< ii'

•P I I

(3i3: IO

(-3-? Pill? COMMENT

*!iClio

7

t CAu I : ISO I i LI

tJ'sl 111 ur[

pc-D

Figure 36. SubProgram RDCAAD

Flov Diagram

A-25

CARKACR

Figure 37. Sub tog JCA1lo 4-igram

I-2

I b, ,"

•[$SiI NURI[A hiP iSP

VaI I " C '/ . l

511CC?141 AVON

CL " VI RI

I~U 41l~nn 1

LIN IIt v

I"-I

IUIt NII•

40 CALL CWflO

il i

I

I

EO21111111

Figure 38. SubProgram RUDATA Flov Diagram

A-27

scF RETURN I P LPOINTS 1TE O4 1

cu~ [WRAPOLATEIECA 9c~cP

50C I S?1 C CP a

ME I 1CIN3

ORERETURN

UE; LI C I $UFNTH IOSITNtFN C$UFICALPFF

PRINTG E SII' v CLSI!A

FiIr 39 Susoga SaETFgr 0 u~oga FTXFo ig

Flov DiEagramLmaAtf~k

INC 'I IN? AL-KI

POINT COORDINATE

i

7PANSLATETMEN ROTATE

<DISTANCE, 30

INDEX 8'0.

S FIND LINE-OF-

SIG•? TO FUSELAGE

IFIND BOWING

F IND NDI NS

DISIOAl€Es

Fig re 1. Sub ro ram SCRE

SENIlAPOOLITE

FlOv DiSagrEm

DISARC[

D d ~FUNC ION

Figure 41. SubProgram SGREPH

Flow Diagram

A-29

GýD

can it f 7--Ls*, -

CALL ISP(CI(t)

CALL XFLTISWý

CALL VVICI(s)

AWL I COLL

CALL na

PRO"

CALL ON%

1169111al

CALL CLIAI_

L

FBI" 401111 CALL 1,114111

NMI

C'UhAt", CALL X81016

Cie? CALL law

CALL Stuct

I

CALL MARIO

GýD

Figure 42. SubPrograw SIMCHK Flow Diagram

A-30

(ED ~

18NIWIT

CIA I

Figure 5. Sub~ograa UPAG l DagaA-320

(MEL :60 : I . 3 1 eWE UNI.

DAYky 61 y

MI'M OF$ pq:pT WARNING

:PERATICNS PRINT WARNING AX 1XV

Is HASI

NIGHT y RETURNOPERATIONS PRINT WARNINQ

9 HAS,

Figure 46. SubProgram TIMER Flow Diagram

.URNE)t

LEFT HAND LEFT X4,0UTIURNTURN?

;H

COMPUTERIGHT HAND TURN

PARAMETERS

CENTEX TITLE

COKUPIUM ATIC

S ONCOEF ICIENT

PAE:p;OS 't ý 4 c5CUL1411

RETURN INH in I *- E OsuG D 441?0 - I

E c,5CULAjf

COMESLANT APOIE

CEýD

Figure 47. SubProgram TIPAGE Figure 48. SubProgram TURNEX

Flow Diagram Flow DiagramA-33

UPPI.SpUPAUSP

C I IVI I S

¢ OT O I3I

L z eii

a J 1,i 1

ST 1 1IT

I5 N

¢BII|IT'ITIIII

CUNIAI. isI CIRRI!II

IF it. Il I I21llll

sit nI U1 sau

M lains1313

cold 5*9101%

7311a3 ~lI

Figure 49. Sub~rogram UPFLS? Figure 50. SubProgran UPRUSPFlow Diagram Flov Diagram

A-34

rSl INPUT D6TT1FRM~r *::DF-LD

READ I*FIEO FAS E" O1I

CALL T:PAI7J ' "LYi Mi ' " '• ICPTIONS PPOG!ý,%l

'I ILL:KL;uTv? ;*I

I[EX H NLAG CALL NEV?6(2) { NT

?PI K tMILL IuUT VA"

CALL NEVIG(lPG) UNITS,

CALL NEWPO*GID SP ACING 1 9MANTI

WARNING LIING•n 1

COUNT : I OR

Ito? 11V 'CALCULATIOS

4/ :13 p I RETURN CALL [NDRSO IEE ATAlS

UAJNI~~T UNIT;Uj

(,RETURN

Figure 51. SubProgram WRNMSG Figure )2. SubProgram XAIRFL Flow DiagramFlow Diagram

A-35

?PINT PON RIT AIN

I OROMEI!

Pa' I) RIyP IT ANN

Fiur M3. Su SgAm GETU

At3

GD

a.,(I allnTvlln

nS~lI ii

• I-I

IIIN

CW50 n[ii

Iw !I

L ¢JTh

LA3

EasI Oc1j IL

Figure 54. SubPrograce XAREA Flow Diagram

A-37

I I

CALL NEUPGO) AIRFIELD

ASE f < 1AWE

1411 HlIVNI ALINES IV 3LIN

PRINT ERROR•UR T E "[YASlON $unJ

WIITE "END CAR)

ENCOUNIEED

INIT!ALIZATI N"

F A IlNyNG

I

CALL ENDRIS

PRINT ERRJORSTATISTICS

3i CALL NEUPO44

CALL PRTERI

I

PUI oflJ Datal

C P1SU11PIR

TITLE PACE

CALL TIPAQ(

Figure 55. SubProgram XECHO Figure 56. SubProgram XEND

Flov Diagram Flow Diagram

A-38

WkT PPOF IL71 I

P~~IwT 1aai : U,

.Iay ' ISEG

IST

aV

WAY3

Unuii'IFs I

.' - - I

l s? I I- - Was

31s

,I u lmilt"t;

ru~t~a'1im

Iof

wr

fi

Figure 58. SubProgram XFLIGH Flov Diagras

A-40

'A Ah C ilI I~ ~ DPC DI a

L$JM DATAC

~fS~~PETO"

(gill IIIO CAL NY1

A-CIA

I~~~R TTR IC VRRF

I ANCALLSSION I

IM IFiueL9A. N u~or FTSFo iga

< A~jN :L~j(CALL

nued)

IAS I 4L G'

0 0~ *ReC' FL.S'r.LS

?Al IT¢-LO 9•1 G

AN I-.; 1" • uEOu0

Q I. j

I' ' ,• €I s* .o/FITT,+

; 3 1:]1 1 * | _ll

II

A? Its : O?

A O4:114 T:u t 7 4a

OPT 1011.1.~~~~~F *I FrIPNIllI~I

RALUL (I AAl

cc

203 allSFt.

E,

SiN I I

3u~ S+.t I CA 1484[AL ANO

I1 6 I i • i j a I

MLIP

70T. sl TRACI 0

Figure 60. SubProgram XFLTTR Flov Diagram

A-43

(D4.,

"I'vivIi. CAL

upFill

C C

61.1

UMcath

-U F T

411,11401

FLI Cx.

s ENITIN

CAU [NIM

?Cox? I RVAI kI"IxGR, 9001

A at1?911GýD

CI T I

<ýC 11111,14

i CALL

EXANIOM

LLCox el.INV INC!"CAR

- -I--

CAU tell$F LLPROCCONTINIIIIII I GýD

Figure 60-A. SubProgram XFLTTR Flow Diagram

A-44

OF 38 CAL MINSI(

CALIL [EWPSM

FiguERe 61 Sbrora NAA PyDaga

A-45 NO? I

mis

IH

1 -1 RNiur 61:.JL In ~ oga 7•A 3l1Diga

CAU ISIRA-45

COU1 OK I ~NF1L

CAL N? fsC

Figure Mvlu 62% SuUr CANLL F WOv iga

* ARNNW6

-In ~ E~ 11 IT CL P SM14 .h

CONIA.:O CAL Wiou asCA

LANON

"BLU RTRNCLNED3

CALLLR

IE E TOPf I0u . oiL c T7I

CALL ALI.

Figure 62-A.~~~ ISu rgrmXNT lyDi ra

CON 9 AI..4i

QOF~~ ~ I AL-ZNMl

LIM~A U.V IS IAE

CALLCALL 1133316V1)

I 4- 1.3

OR putL Cal laifJ +- 1. Nut

CALL £33310

Pl INC

CALL URINNSICi

CCAL 13331,M

CALL tipple CALL E ON3S0

1A-4

CED

SET PROCESSING;tA6 .0ut

17 .1 1

CALL fNOflSG

-0OCEIM03, 7 WER PRICESSiNG

ýLA4 u NDE

< EAA

A FTAG

c2mu!A I I VILL 3Of ?E110011MID, EXYGA

SHAP4 1 CALL EURS1

CAU ENDfl%4

ROD

7 lip nofu 110.111

4

CAU tell$

j

GE)

Figur* 63. SubProgram XPROCE Flow Diagram

A-49

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

SETU~fc

SET acUl~ t

if In w cc s it C~(DU

I[ -Au:M 1 1" 11

A"LSG NOT N'UE

f• UT ¢J

€CNUEITLUI I

I W0 IIITEIE

€~~~IAJ ll~) ' 13

LINES |N*

M•t lilts

. j

Figurt 64. SubProgram XRNPPA Flov Diagram

A-50

-GýDANA

I C ? MR AIJUE

I

111% If 0 RamPC$

I - jPOINT1,70 CALL MINNSOM

CALL KdMSCN Sc A, A

CALL 4100(l)

Ofs

TAILE ULL'

CAAD() I NP MARUNI Ics PAZ t A U?

A COAD plic"PIPICARNERCU1, C U11UP WAY

<!

OLL

CM4

CALL NE914

[of 11 3 To I CUS bfjcl Ip

)(I S? too F41IM111 A 10111il?ENTAV 7 /TMAUSI IS LOSt

lull,

P11:11 To T PANAMR9"ANY ýAAJAC III

! 91 CALL fafissi

IN111411 CALL VAIRSOM Gý

11 VALID Ac atis

L

11FAIF T C" HAMSOM

I

UN911111,

fells$

Figure 65. SubProgram XRNPDS Flow Diagrsm

A-51

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

NEROMIC orEVlOUS CAR, I

|~in LIKSl8

CALL hEMPG7)

k iCALL

V uAlScins

NSSI La1G AI 9

PDA T so C" NU010)O~u~flLIN I A

CALL EmsII

TOTAL RuInn-- 78Fill? DATA

2 1

M1 AIN

SIIIII~CA11/17111

CAn IR I

Figure 66. SubProgram XRUNUP Flow Diagran

A-52

INSO I a. I.

40

7? 1 .7 k

qu~I~I

FL

IA-5

YVICI

11E~tURERFAIC

Figure ,T A8 SuIrLANX SPCA Flo Diga

CA: INU A LL-54 42

F (i I~ R*I~NIaU

RTIN

FELDS CAL NOG

UR IT ' 2 I -

igure~~~~~~~~~~~~~~~~~~ 69PuiormXOO Fa iga iue70 u~oruXNTlot Da~a

A-5c54 Iu 1 .1

APPENDIX B

Summary of NMAP 6.0 Subroutines

B.1 COMMON VARIABLES

The NOISEMAP program makes extensive use of common storage in the form of

labeled common blocks. Use of common storage reduces program memory requirements and

allows large amounts of data to be passed between calling subprograms without needing to be

passed in lengthy parameter lists.

The various labeled common blocks occur only in the subprograms in which the

variables are used. All common block variables are initialized in the BLOCK DATA

subroutine. All variables in labeled common blocks are listed in Table 3. The following

sections describe the labeled common blocks.

CHRVAR Common

All character variables used in common are contained in CHRVAR.

COMPUT Common

Variables needed to compute noise exposure such as flight path parameters and volume

of operations are contained in COMPUT.

CXAREA Common

The variables in CXAREA are primarily used in the calculation of the approximate areas

within selected contour lines.

ERROR Common

The variables in ERROR are used to keep track of the page number on which errors and

warnings occurred and number of errors and warnings issued by the program.

EXPOS Common

The variables in EXPOS are used to compute the noise exposure for grid points.

B-I

FACTO Common

The variables in FACTO are correction factors used in computing noise exposure.

FLIGHlT Common

The variables in FLIGHT are primarily used to store flight track and altitude profile

data.

GIRD Common

Labeled common GRD stores the array of grid points.

INPUT Common

The variables in INPUT are used to input data from the run file and contain the x and y

coordinates of the grid origin.

LATATN Common

The variables in LATATN are used in lateral attenuation calculations.

MNEMIC Common

The variables in MNEMIC indicate the type of data that is contained on the input records of the

run file. These key words or mnemonics are defined in Section 4 and are also contained in the

variable definition list in Appendix B.

NAVAID Common

All variables in NAVAID contain navigational aid information.

OFFSET Common

The variable in OFFSET contains the offset dB factors used in the calculation of noise

exposure due to ground runups.

PFRMNC Common

The variables in PFRMNC contain the names of flight and runup descriptors, noise

data sets, altitude profiles and size of the various arrays.

B-2

RUNUP Common

These variables are related to data concerning runup pads and the minimum threshold

value for computing noise exposure due to ground runups.

RUNWAY Common

The variables in this labeled common contain the input data for runways.

STATUS Common

These variables indicate the status of various facets of the program such as the currentversion number of the NOISEMAP program, the noise measure being calculated and program

flags.

SUMMRY Common

The variables in SUMMRY contain input and calculated noise data for specific points.

B.2 MAIN

The purpose of the MAIN program is to open the input and output files, and to control

program flow. When NOISEMAP is executed, the first action taken in MAIN is to open the

input file (Unit 5) and the output file (Unit 6). The input file is the "run" file and the output file

on Unit 6 contains an echo of the input data, error and warning messages, and specific point

output if requested. This printed output file is referred to as the Chronicle. The input file

consists of data in card image format. Each card image contains 80 characters divided into

twelve fields. The first field in each card is a mnemonic. The mnemonic is a key word that

identifies the type of data contained on the card. The mnemonic is interpreted in MAIN and a

subprogram is called to process the input data on the card. The subprogram returns control to

MAIN when the subprogram has completed all processing associated with the data card and

any continuation cards.

Only sequence dependent mnemonics are checked in MAIN. Sequence independent

mnemonics are processed in subprograms SIMCHK and SELECT. If the mnemonic is not

recognized in MAIN then subprogram SIMCHK is called to check sequence independent

mnemonics. The following sequence dependent mnemonics are processed in MAIN:

B-3

MAIRFL "AIRFLD" (airfield card)

MRUNWA- "RUNWAY" (runway)MFL1TR - "FLTTR K" (flight track)

MFLIGH - "FLIGHT" (flight operations)

MRNPPA - "RNPPAD" (runup pad)

MIALTU - "LALTUD" (list altitude profiles)

MRUNUP - "RUNUP" (runup operations)

If sequence dependent mnemonics are not encountered in the correct order, e.g., a runway card

is processed before an airfield card, then an error message is issued. The program will

continue to process the input file but will not do any noise calculations. However, if 25 errorshave been detected in MAIN, then the program will terminate with the following message:

"ABNORMAL STOP IN MAIN - EXCESSIVE ERRORS."

B.3 ATRBUT

PARAMETERS: (NEW)

Subroutine ATRBUT is called by FLPATH to merge parameters from the altitudeprofile and the flight track to create the three dimensional flight path. The parameter NEW

indicates whether the point being admitted is from the flight track or altitude profile. The first

point admitted to the flight path is always taken from the first point of the flight track.

Subsequent points admitted to the flight path are either from the altitude profile or the flight

track depending on the value of NEW. Subroutine FLPATH determines whether the next point

to be added to the flight path comes from the altitude profile or the flight track and sets the

value of NEW. There are two main branches in ATRBUT: one branch processes points fromthe altitude profile and the other branch processes points from the flight track. Each branch

further subdivides the process based on whether or not the point being evaluated is on a

straight line segment or on a curved segment. If the point lies on a curved segment and the

angle of curvature is greater than 60 degrees, then the angle is subdivided into equiangular

segments with smaller angles of curvature.

B.4 CHERCH

Subroutine CHERCH is called by PROCES to update the NOISEMAP grid at points

where the flight exposure exceeds a given threshold. The search for grid points of significant

flight exposure, i.e., the flight exposure exceeds a preset threshold, is performed using the

flight path as a base pattern. Traversal along the ordinate (y axis) is initiated successively from

B-4

two points on each flight path segment: an end-point and a mid-point. The point from which

traversal is initiated at any instant is called a reference point. After completion of traversal

along the ordinate from a reference point, a new reference point is chosen whose abscissa (x

axis) is one grid unit to the left or right of the current reference point and whose ordinate is the

mid-point of the extent of traversal along the ordinate from the current reference point. This

search algorithm results in dynamic tracking of the flight path and thus ensures that no points

of significant exposure are missed.

When a significant point is found, the flight exposure at that grid point is assigned a

negative value. This prevents redundant computations of flight exposure at the same point for

a given flight path. The farthest point of traversal in each direction is kept track of by four

pointers. When grid traversal is complete, the points of significance whose signs need to be

restored lie entirely in the rectangle bounded by these four pointers.

B.5 CLEAR

Subroutine CLEAR is called by SIMCHK to reset the flight descriptor, altitude profile,

flight noise profile, runup descriptor and runup noise profile arrays to zero. Subroutine

CLEAR is invoked when SIMCHK reads a "CLEAR" card.

B.6 CPAREA

Subroutine CPAREA is called by XAREA to calculate the approximate area within

specified contours. Up to eight contour levels can be evaluated.

B.7 CRVTRK

PARAMETERS:

(XCSTRT,YCSTRT,OLDHD,YCEND,HEAD,XCENT,YCENT,R,ANGLE)

Subroutine CRVTRK is called by ATRBUT, PROCOR XFLTGH and XFLTTR to

compute the end point of a circular flight track. The following data are used for compute the

end point: beginning point, the analytical heading of the beginning point, and the radius and the

angle subtended. The following method is used to calculate the end point and the

corresponding heading. At the origin measure a length equal to a radius along the x axis; this

section is positive for a left-hand turn. Rotate this section around the origin, clock-wise for a

right-hand turn, counter-clock-wise for a left-hand turn. Translate to a coordinate system

where the origin is located at the beginning point of the turn. Rotate around this origin so that

B-5

the analytical heading at the beginning of the turn is correct. Translate the curved section thus

obtained to the point where the turn takes place on the map. The newly found end point and

the corresponding heading at that point are returned to the calling subprogram.

B.8 CURVE

PARAMETERS: (X,XARRAY,I,J,K,YARRAY,M,N,L,NPTS)

The function CURVE is called by ATRBUT and XFLIGH to perform an interpolation

between two values passed as arguments (XARRAY and YARRAY) and returns the

interpolated value.

B.9 ENDMSG

Subroutine ENDMSG is called by many subroutines to print a line of asterisks to

terminate a message on the output file.

B.10 EPNLD

Parameters: (INDEX,SLANT,ALTUD)

The function EPNLD is called by FLTEXP, SFLTEX, SPRUNU and SRUNUP to

compute the difference between the real EPNL for a flight segment and the air-to-ground value

of the EPNL curve. One of two algorithms is used depending on the status of the lateral

attenuation flag "FLTSAE." If the flag is 'FALSE' then the original NOISEMAP lateral

attenuation algorithm is used. If the flag is 'TRUE', then the SAE AIR 1751 algorithm is

employed. The flag is set in subroutine XFLIGH.

The SAE AIR 1751 algorithm uses the elevation angle and the lateral distance from the

flight track to determine the attenuation relative to air-to-ground conditions. The original

NOISEMAP algorithm uses air-to-ground, ground-to-ground or a mixture of the two

depending on the sine of the angle of observation.

The sine of the angle of observation is defined as the arcsine of the ratio of aircraft

altitude to slant distance. Air-to-air propagation is used for angles with the sine greater than

0.125 and ground-to-ground propagation for sine less than 0.075. Interpolation between air-

to-air and ground-to-ground propagation is performed for intermediate values of the sine. The

difference in EPNL corresponds to a ratio of energies.

B-6

B.II ERRMSG

PARAMETERS: (I)

Subroutine ERRMSG is called by many subroutines to print an error in the output file

and stores the page number on which the error occurs. An error banner is printed for each

error and the page number is compared to the last page on which an error occurred. If another

error has been printed on this page then no action is taken. However, if this is the first error on

this page, then the new page number is stored. At the end ot the run, subroutine PRTERR will

print a summary indicating the page numbers that errors occurred.

B.12 FLPATH

Subroutine FLPATH is called by XFLIGH to merge the flight track with the applicable

altitude profile resulting in the division of the flight track into smaller segments that correspond

to the S-distances (segment-distances) of these profiles. At any given time, the point with the

smallest S-distance along the flight tack or the altitude profile is entered into the flight path.

The S-distance pointer of the most recently admitted point is advanced. Whenever a

point is admitted into the flight path, the attributes of that point such as the altitude are

transferred into the attribute vectors of the flight path by calling subroutine ATRBUT. The

merging process is terminated as soon as the entire S-distance of the flight track is covered.

In the above description, "flight track" refers to the projection on the ground plane of

the flight track information furnished in the input file. The "flight path" is the 3-dimensional

version of the flight track which also incorporates the points corresponding to the S-distances

of the altitude profile.

B.13 FLTEXP

PARAMETERS: (M,N)

The function FLTEXP is called by CHERCH to compute the noise exposure at a

specific grid location due to a flyover. The coordinates of the grid point (M,N) are found in the

system in which the aircraft nose is aligned pointing to the positive x-axis.

B-7

B.14 GREPNL

PARAMETERS: (1,J)

The function GREPNL is called by GRUNUP to compute the noise exposure at a

specific grid point due to a ground runup. The coordinates of the grid point (1,J) are found in

the coordinate system in which the aircraft is aligned pointing towards the positive x-axis with

the rmup pad at the origin. From this location the angle between the aircraft and line of sight is

computed. Interpolation between the available angles in the noise data will give the desired

exposure which is then corrected for the duration and frequency of the runups at that pad.

B.15 GRUNUP

Subroutine GRUNUP is called by PROCES, SRUNUP and XRUNUP to update the

grid with EPNL values of significance due to ground run-ups. The search for •iid points of

significant EPNL, i.e., above a given threshold, is based on the a priori knowledge that the

resulting pattern approximates the shape of a cartioid. Thus the search is bounded by the

square that circumscribes the outermost cartioid pattern. The search proceeds along the

abscissa form one vertical side of the square to the other. In the vicinity of the cusp of the

cartioid, it is possible that the points of significance on either side of the cusp might be ignored.

To avoid this o 6 2problem, the logical flag "TRAP" indicates whether any significant point

exists at a given ordinate level. Based on this flag, the search is continued or terminated in that

direction.

B. 16 INTLIZE

Subroutine INTLIZE is called by MAIN to initialize various items which are required

before processing can commence. The DB offsets for the John Mills ground runup

calculations are initialized and the lateral attenuation flag is turned off. The current dattL is

obtained from the computer for use in the printed output file.

B.17 LINESD

PARAMETERS: (AX,AY,AZ,BX,BZ,OX,OY,SLDIS,ELEV)

Subroutine LINESD is called by SFLTEX to compute the closest point of approach

between a line segment in the flight path and an observer. Two frames of reference are used:

frame I is the main, grid oriented frame, and frame 2 is the frame with the observer at the

origin and the flight path parallel to the y-axis and the x-axis is along the slant distance vector.

B-8

Calculations are performed in frame 2. Actual computations are a mixture of trigonometry in

this coordinate system, and calculations in the ground plane.

B. 18 LINEX

PARAMETERS:

(AX,AY,AZBX,BY,BZ,AB,ABSQR,IA,IB,CHEAD,SHEAD,OX,OY,EXPOSE,SLDIS,CZ)

Subroutine LINEX is called by FLTEXP and SFLTEX to compute the noise exposureintegral for a straight flight path section at a given point. Three frames of reference are used inthe calculations: frame I is the main, grid oriented, frame; frame 2 is the frame with the

observer at the origin, the flight path parallel to the y-axis and the x-axis is along the slantdistance vector; and frame 3 is the auxiliary frame with the y-axis parallel to the flight path andthe origin at the projection of the slant distance vector intersection point. Calculations areperformed - at least logically - in frame 2 actual computations are a mixture of trigonometry inthis coordinate system, calculations in the ground plane and vector relationships in thecoordinate system in which the origin is at the observer location, but which otherwise is

parallel to the grid-based coordinate system.

B.19 NAMSCH

PARAMETERS: (MAP,MNIM1 ,MDIM2,NAMENDIMI,XENTRY,CODE)

Subroutine NAMSCH is called by XALTUD, XEPNDB, XFLIGH, XFLTDS,XPNLT and XRUNPDS to search the appropriate array for an input name vector. The routinewill return one of the following codes to the calling routine:

Code 0 if the name vector is equal to zero, then the entry points to the scratch area (thelast element in the array). Code 1 if there is an empty slot in the array. Code 2 if the name

already exists in ,he array. Code 3 if a phantom entry exists (the negative of the namevector).

Code 4 if he array is full.

B.20 NEWPG

PARAMETERS: (LINE)

Subroutine NEWPG is called by numerous subroutines r3 move the line printer to thetop of a new page and to print the airfield identifier with page number on top line if number oflines remaining on current page is less than calling argument LINE. If the number of lines

B-9

remaining on the page is greater than LINE, no action is taken. Otherwise, the line count is

reset for a full page, the page counter is bumped, and a new page is started. If LINE is zero,

then the page counter is set to zero and new page is started.

B.21 PRELUD

Subroutine PRELUD is called by XFLIGH to calculate the necessary parameters for the

computation of flight exposure. It computes the radius of curvature, sine and cosine of the

aircraft heading on the flight path, tangent of the climb angle and the secant of the climb angle.

B.22 PROCES

Subroutine PROCES is called by XRUNUP and XFLIGH to control the computations

of noise exposure at grid points when a FLIGHT or RUNUP card is encountered by calling the

appropriate subprograms.

B.23 PROCOR

Subroutine PROCOR is called by XFLIGH to compute the coordinate information for

altitude profiles which are specified at given distances along the flight track. The altitude

profile is superimposed on the flight track. For the terminal point of each segment of the

profile, it locates the preceding point on the flight track. Using the coordinate information and

the analytical head of the point on the flight track, it then computes the coordinates of the end-

point of the segment on the profile.

B.24 PRTERR

Subroutine PRTERR is called by INTLZE and XEND. When called by INTLZE the

error and warning counters are set to zero. XEND calls PRTERR to print error statistics at the

end of the run. A new page is started and if any errors or warnings were detected the page

number(s) where these errors occurred are listed for easy reference. Up to 200 pages of

warnings and up to 56 pages may have errors on them before the program stops keeping track

of the page number that the error or warning occurred on. Beyond that point only the number

of errors will be the counted.

B-10

B.25 PRTGRD

Subroutine PRTGRD is called by SIMCHK to print the NOISEMAP grid values. Only

grid values greater than or equal to the threshold are printed; all values less than the threshold

are blank.

B.26 PSUMRY

Subroutine PSUMRY is called by XEND to print the summary listings for specific

points if specific point processing is requested. Two listings are printed for each specific point:

the first listing contains the top 18 aircraft contributors and the second listing, the top 18 runup

contributors.

B.27 RDCARD

Subroutine RDCARD is called by MAIN, SELECT and SIMCHK to read individual

records in the input file and to place them into the input buffer. If the record has a continuation

card then the alternate entry point "NXTCRD" is called from the routine processing the first

record. If the record is a comment, then it is printed unless the printing of comments is

sur, pressed.

B.28 RJCHAR

PARAMETERS: (LJCHAR,OUTCHR)

Subroutine RJCHAR is call-'d by UPFLSP to right justify the character variable

UCHAR for the specific point output summary.

B.29 RUDATA

PARAMETERS: (IAIRCR,ITHRST)

Subroutine RUDATA is called by XRUNUP to locate the maximum noise level curves

for the ground runup of aircraft IAIRCR and thrust ITHRST. Array "RDMAP" is searched for

valid combinations and array "MNLMAP" is searched to see if the required noise profile is

available. If the requested data is not available an error is generated and the program will

attempt to make a dummy entry to reserve space for the missing item.

B-II

B.30 SELECT

Subroutine SELECT is called by SIMCHK to select the noise measure that will becomputed by NOISEMAP. The following types of noise measures can be computed by

NOISEMAP:

1. Day-Night Average Level (DNL)2. Community Noise Equivalent Level (CNEL)

3. Noise Exposure Forecast (NEF)

4. Weighted Equivalent Continuous Perceived Noise Level (WECPNL)

The default noise measure is the Day-N'ght Average Level. If the noise measure is changedfrom the default, then the appropriate noise profile mnemonics and weighting functions are

reset to the appropriate values.

B.31 SFLTEX

Subroutine SFLTEX is called by PROCES to compute the noise exposure due toaircraft flyover at specific points within the area bounded by the NOISEMAP grid. The

coordinates of the specific points are found in the coordinate system in which the aircraft is

aligned pointing towards the positive x-axis. From this the angle between aircraft and the lineof sight is computed. Interpolation between the available angles in the noise data set will give

the desired exposure.

B.32 SGREPN

PARAMETERS: (IS)

Subroutine SGREPN is called by SGRUNP to compute the noise exposure due to a

ground runup at specific point IS. The coordinates of the specific points are found in thecoordinate system in which the aircraft is aligned pointing towards the positive x-axis with the

runup pad at the origin. From this the angle between aircraft and line of sight is computed.Interpolation between the available angles in the noise data set will give the desired exposurewhich is then corrected for the duration and frequency of the runups at that pad.

B.33 SGRUNP

Subroutine SGRUNP is called by PROCESS to compute ground runup contributions at

each specific point.

B-12

B.34 SIMCHK

Subroutine SIMCHK is called by MAIN to check the input record for a sequence-

independent mnemonic, and to process that card. This routine assumes all sequence-dependent

mnemonics have previously been checked. If the mnemonic is not matched, then routine

SELECT is called in a last attempt to identify the mnemonic. If a match for the mnemonic is

not found in SELECT then an error is issued by SELECT.

B.35 SPRUNU

Subroutine SPRUNU is called by SFLTEX to calculate the noise contribution due to

takeoff roll for specific point noise level calculations. Two different lateral attenuation methods

are used to calculate the takeoff roll contributions depending on the status of the flag FLTSAE.

If FLTSAE is "TRUE" then SAE AIR 1751 algorithm is used; if it is "FALSE" then the

original NOISEMAP algorithm is used.

B.36 SRUNUP6

Subroutine SRUNUP is called PROCES to calculate the noise level due to takeoff roll

for all takeoffs for use in updating the grid. Two different lateral attenuation methods are used

to calculate the takeoff roll contributions depending on the status of the flag FLTSAE. If

FLTSAE is "TRUE" then SAE AIR 1751 algorithm is used; if it is "FALSE" then the original

NOISEMAP algorithm is used.

B.37 SUPPAG

PARAMETERS: (CUTOFF,NBASE,IWIDTH,1 1,12)

Subroutine SUPPAG is called by CPAREA and PRTGRD to determine the first page

from the top (I1) to the bottom (12) which contains a value greater than or equal to a CUTOFF

in a vertical set of pages from a printer plot.

B.38 TIMER

Subroutine TIMER is called by XRUNUP to check the accumulated ground runup time

against the total number of seconds in the day and night periods.

B-13

B.39 TIPAGE

Subroutine TIPAGE is called by XAIRFL, XEND and PRTERR to write the title page

on the Chronicle listing. The call from XAIRFL writes the title page at the beginning of the

Chronicle licting and the call from either XEND or PRTERR writes the title page at the end of

the Chronicle listing.

B.40 TURNEX

PARAMETERS: (R,RSQ,PHI,RTGB, RTGBSQ,SECBET,ADJQ,ADJT,OBSX,OBSY

CHEAD,SHEAD,CENTX,CENTY,OZ,EXPOSE,SLDIS,ELEV)

Subroutine TURNEX is called by FLTEXP and SFLTEX to compute the noise

exposure integral and slant distance for a curved flight track segment. The observer point is

transformed to a position in frame of reference where the center of curvature of the flight track

is at the origin and the radius vector connecting the center and the first point on the track is

along the positive x-axis. The integral is then evaluated and a slant distance is computed. 3.41

UPFLSP (IS,FLEXPO)

Subroutine UPFLSP is called by SFLTEX to update the arrays (CFSMRY and

FSMRY) containing the most significant flight events for each location IS with the noise

exposure level FLEXPO.

B.42 UPRUSP

PARAMETERS: (IS,RNPEPN)

Subroutine UPRUSP is called by SGRUNP to update the arrays (CRSMRY and

RSMRY) containing the most significant runup events for each location IS with noise exposure

level RNPEPN.

B.43 WRNMSG

PARAMETERS: (1)

Subroutine WRNMSG is called by numerous subroutines to print a warning identifier

and to store the page number on which a warning occurred. A warning banner is printed and

the page number is compared to the last page on which a warning occurred. If the page

number is the same no action is taken. However, if the page number is different and space is

B-14

available in PAGE, then it is sorted; otherwise the number of warnings since PAGE was filled

up is kept. Subroutine PRTERR will print this information at the end of the run.

B.44 XAIRFL

Subroutine XAIRFL is called by MAIN to initialize the airfield. The routine reads the

airfield coordinates, magnetic declination, airfield elevation, grid spacing and the direction of

declination from the first Airfield card. The airfield title is then read from the second Airfield

card and the title page is written in the Chronicle. The input data is then checked for errors. An

altitude correction factor, ALTCOR, is computed using the airfield elevation.

B.45 XALTUD

Subroutine XALTUD is called by SIMCHK to enter an altitude profile name into array

ALTMAP and the altitude profile distance and altitude values into arrays ALTXC and ALTZC

respectively. The profile data is checked for errors.

B.46 XAREA

Subroutine XAREA is called by SIMCHK to calculate approximate areas within the

specified contours.

B.47 XECHO

Subroutine XECHO is called by SIMCHK to select the expansion mode for printing the

noise profile data sets in the Chronicle. Unless an ECHO card is used, printing of the SEL and

AL noise profile data sets are suppressed by default. The "NOECHO" flag is set FALSE if an

ECHO card is processed.

B.48 XEND

Subroutine XEND is called by SIMCHK to initiate program termination procedures

when an END card is processed. This routine creates a disk file for the NOISEMAP grid for

use in the PLO'1T88 program or to create a grid printout on the printer. Subroutine PRTERR

is called to print the error summary, subroutine PSUMRY is called to prepare the specific point

summary and subroutine TIPAGE is called to print a title page on the last page in the

Chronicle.

B-15

B.49 XEPNDB

Subroutine XEPNDB is called by SIMCHK to enter the aircraft flyover noise profile

data generated by the OMEGA10 program. The profile name is entered in array INLMAP.

The air-to-air data is entered in array INLAG and the ground-to-ground data in array INLGG.

The data can be entered in either order although the air-to-air data is normally entered first. If

the noise profile name identifier (IDENT) already exists in array INLMAP, then the existing

entry will be overwritten. Noise levels are limited to + or - 200 db.

B.50 XFLIGH

Subroutine XFLIGH is called by MAIN to process a FLIGHT card and check for the

presence of the associated noise information, culminating in the augmentation of the grid with

the flight exposure resulting from that flight. For the aircraft and mission numbers specified on

the FLIGHT card, identifiers of the noise profiles are obtained from the flight descriptor array,

FDMAP. The presence of these profiles is then checked. If subflight boundaries do not

coincide with end-points of flight track segments, the latter are subdivided to meet this

criterion. After the creation of the merged flight path, a dope vector (!NLPNO) is set up

containing the noise profile numbers to be used for the segments within a subflight. Finally

subroutine PROCES is called to update the grid.

B.51 XFLTDS

PARAMETERS: (INFLG)

Subroutine XFLTDS is called by SIMCHK to enter flight descriptor data. The flight

descriptor identification name is stored in array FDTEXT. The value of INFLG determines

whether the entry is a takeoff or landing descriptor: a one (1) signifies a takeoff descriptor and

a two (2), a landing descriptor. FDMAP contains the aircraft number, mission number,

number of subflights and the altitude profile number. The noise profile name for the subflights

are entered in array FLPLST and the beginning and end subflight distances are entered in array

FLDLST. If the flight descriptor name identifier (IDENT) already exists in array FDMAP,

then the existing entry will be overwritten. If warning(s) or error(s) are printed, then data is

not entered.

B-16

B.52 XFLTTR

Subroutine XFLTTR is called by MAIN to compute the coordinates of the end-points

of the segments on the flight track furnished by the user. Coordinates of the end-point of a

straight line segment are computed by using the coordinates of the starting point and the

segment length coordinate computation of the end-points of curved segments is accomplished

in subroutine CRVTRK. All data appearing on the FLTTRK card is echoed in the Chronicle

listing and checked for errors.

B.53 XNAVAI

Subroutine XNAVAI is called by SIMCHK to enter navigational aids. The navaid

identifier is entered in array VORNME and the x and y coordinates are entered in array

VORMAP. The navaid name is checked against currently known names in array VORNME.

B.54 XPNLT

Subroutine XPNLT is called by SIMCHK to enter the ground runup noise profile data

generated by OMEGA 11. The noise profile name is entered in array MNLMAP. The angle

data is stored in array MNLANG and the noise data is stored in array MNLVL. If the PNLT

profile name (DENT) to be entered matches an ident already in array NMLMAP, then existing

entry will be overwritten. If warning(s) or errors are printed, then data is not entered. An

entry N is deleted by setting MNLMAP (l,N) equal to zero. Noise levels are limited to + or -

200 db

B.55 XPROCE

PARAMETERS: (LFLG)

Sibroutine XPROCE is called by SIMCHK to set the program processing status flag

NOGO either "TRUE" or "FALSE" depending on the value of the argument LFLG. LFLG is

"TRUE" for a "PROCES" card and "FALSE" for a "NOPROC" card. The program cannot

enter the process mode if the error flag, ERRFLG, has previously been set to "TRUE." The

flag NOGO is initialized "FALSE" in the BLOCK DATA subroutine.

B.56 XRNPDS

Subroutine XRNPDS is called by SIMCHK to enter runup descriptors. The descriptor

name is stored in array RUTXT. The aircraft identification number and thrust number are

B-17

entered in RDMAP and the PNLT profile name is entered in array RUPLST. If the aircraft

identification number and thrust number to be entered matches an existing entry in RDMAP,then existing entry will be overwritten. If warning(s) or error(s) are printed, then data is not

entered.

B.57 XRNPPA

Subroutine XRNPPA is called by MAIN to initialize a ground runup pad. The

subroutine transforms the external runup pad coordinates to internal coordinates, XPAD andYPAD, the time accumulators (TIMOFL) for the runup pad are set to zero and the runup pad

heading is converted to a magnetic heading if the input heading is a true heading.

B.58 XRUNUP

Subroutine XRUNUP is called by the MAIN program to compute noise exposure for

all runups at a given pad, of a given class of aircraft and at a given thrust. Subroutine

RUDATA is called to make sure that the aircraft identification number and thrust numbers are

available for the calculations. The runup times are read from the "RUNUP" card and summedfor all time groups (day, evening and night) and then checked in routine TIMER to ensure theydo not exceed the total number of seconds in a day. Subroutine PROCES is then called toinitiate the noise exposure computation. Specific points and the grid are then updatel with the

noise exposure due to this ground runup.

B.59 XRUNWA

Subroutine XRUNWA is called by the MAIN program to screen and process the data

appearing on the "RUNWAY" card. The runway coordinates are transformed into the internal

coordinates XBEG, YBEG, XEND and YEND. The runway length (RWYLEN) is computedand checked to make sure it dose not exceed 16,000 feet. The inclination angle of the runway

is also calculated. The runway glide slope (GSLOPE) and the location of the landing and

takeoff thresholds are read from the input file and processed by XRUNWA. The coordinates

of the landing threshold (XLAND and YLAND) and the takeoff threshold (XTO and YTO) arecalculated. Data appearing on the "RUNWAY" card is echoed in the Chronicle.

B.60 XSAELA

Subroutine XSAELA is called by SIMCHK to service the "SAELAT" card. TheSAELAT card determines which algorithm will be used to compute lateral attenuation: the

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or'zinal NOISEMAP algorithm or the SAE 1751 algorithm. If the SAELAT algorithm is

turned on, the logical flag FLTSAE is set "TRUE" and the SAE lateral attenuation algorithm is

used on a selective basis for only those flights whose aircraft identification numbers lie within a

specified range. If ranges are not specified on the SAELAT card then the default range is

aircraft 800 through 999 which are the current numbers for the civil fleet.

B.61 XSPECI

PARAMETERS: (MODE)

Subroutine XSPECI is called by SIMCHK to enter or list specific point and to turn

specific point processing on or off depending on the value of the argument MODE. If MODE

equals one (1) then the subroutine processes the name and the x and y coordinates of the

specific location at which the LDN levels are to be calculated. The external coordinates are

converted to internal coordinates SPX and SPY. If MODE equals two (2) then all the specific

points are listed. If MODE equals three (3) then the specific point processing flag, SFLAG, is

set "TRUE" and noise exposure is calculated for all specific points even if the program NOGO

flag is "TRUE." If MODE equals four (4) then SFLAG is set "FALSE" and no noise exposure

calculations are performed for specific points.

B.62 XTOROL

Subroutine XTOROL is called by SIMCHK whenever a "TOROLL" card is

encountered to enable or disable the takeoff roll algorithm. The takeoff roll algorithm is

enabled by default. The takeoff roll logical flag "TORFLG" is set true in subroutine BLOCK

DATA. The takeoff roll algorithm is disabled when the first landing is processed. The MCM

will issue a "TOROLL OFF" for a landing descriptor. After the first landing descriptor is

processed, the MCM will issue "TOROLL ON" for takeoffs and closed patterns and "TOROLL

OFF" for landings.

B.63 XUNITS

Subroutine XUNITS is called by SIMCHK to establish the unit of measure, English or

Metric, that will be used by the program for internal calculations and on the output devices.

English units (feet) are used in the input file and if "METRIC" is entered on the "UNITS" card,

then the scaling factor, DISFAC, is set equal to 3.280840 to convert feet to meters. The

propagation distances in array DIS1T are converted to meters if the METRIC mode is invoked.

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The program default mode is English units. If a "UNITS" card does not contain the words

"ENGLISH" or "METRIC" then an error message is issued.

B.64 BLOCK DATA

The purpose of the BLOCK DATA subroutine is to initialize variables in the labeled

common blocks.

B-20 *U.S. Goverment Printing Office: 1992 - 648-06940222