Sustainable Airport Solutions Noise Abatement A GSA Baseline Study Content Content..........................................................................................................................................II Abbreviations...............................................................................................................................III 1 Introduction..........................................................................................................................VI 2 Noise from Aircraft Ground Operation..............................................................................VII 2.1 Taxiing...........................................................................................................................VII 2.1.1 Actual Situation......................................................................................................VII 2.1.2 Possible Solutions..................................................................................................VII 2.2 Aprons / APU-GPU / Engine Start-up..............................................................................X 2.2.1 Actual Situation........................................................................................................X 2.2.2 Possible Solutions....................................................................................................X 2.3 Engine test runs............................................................................................................XIV 2.3.1 Actual Situation.....................................................................................................XIV 2.3.2 Possible Solutions.................................................................................................XIV 2.4 Push back....................................................................................................................XVII 2.4.1 Actual Situation....................................................................................................XVII 2.4.2 Possible Solutions................................................................................................XVII 3 Noise from Aircraft Air Operation...................................................................................XVIII 3.1 General.......................................................................................................................XVIII 3.1.1 Actual Situation...................................................................................................XVIII 3.1.2 Possible Solutions...............................................................................................XVIII 3.2 Departure Procedures (lateral – vertical profiles)..........................................................XIX 3.2.1 Actual Situation.....................................................................................................XIX 3.2.2 Possible Solutions.................................................................................................XIX 3.3 Arrival procedures (lateral – vertical profiles / CDAs)..................................................XXV 3.3.1 Actual Situation...................................................................................................XXV 3.3.2 Possible Solutions..............................................................................................XXVI 4 Strategy on Noise abatement (to reduce unnecessary Noise)...................................XXXII Checklist Noise Abatement Measures.................................................................................XXXII Appendix 1...........................................................................................................................XXXIII III Abbreviations A/C Aircraft ACDA Advanced Continuous Descent Approach AIP Aeronautical Information Publication AOM Aircraft Operation Manual APU Auxiliary Power Unit ASDA Acceleration to Stop Distance Available ATC Air Traffic Control CAA Civil Aviation Authority CDA Continuous Descent Approach dB Decibel EDDM Airport München EDDR Airport Saarbrücken EDDW Airport Bremen EDOP Airport Schwerin-Parchim EGMC London Southend Airport EHGG Groningen Airport EKBI Billund Airport ENTO Sandefjord Airport, Torp GPU Ground Power Unit IFR Instrument Flight Rules ILS Instrument Landing System kt Knots LDA Landing Distance Available L Continous Sound Pressure Level in dB eq LM Landing Mass LW Landing Weight IV MTOM Maximum Take Off Mass MTOW Maximum Take Off Weight PIC Pilot In Command Temp Temperature TODA Take Off Distance Available TOM Take Off Mass TORA Take Off Run Available VFR Visual Flight Rules VI 1 Introduction Green Sustainable Airports (GSA) is a project designed to make regional airports sensitive in sustainable development and growth. It aims to establish strategies and solutions for a more eco-efficient and green regional aviation industry. In a multi-national partnership, the project focuses on regional airport communication, regional cooperation and policy resolutions to safeguard the role of regional airports as accessibility gateways by improving public perception and acceptance. As a major objective, GSA tries to conciliate all stakeholders´ interests. Based on the above mentioned an additional meeting on 11th and 12th of May 2011 took place in Bremen. The results were presented in a discussion paper prepared by Mr. Krüger, Bremen Ministry of Economic Affairs, Labour and Ports. The discussion paper was circulated to all members of the project for additional input. Remarks from m2p, Billund Airport and Kortrijk Airport were considered as well as research and expertise contributed by UNICONSULT universal Transport Consulting GmbH and airline contacts. The preliminary results were presented in a Power Point Presentation on 6th of October 2011 during the GSA partner meeting in Kent (Annex 1). VII 2 Noise from Aircraft Ground Operation 2.1 Taxiing 2.1.1 Actual Situation While taxiing from the apron to the runway before take-off or vice-versa after landing aircraft engines emit noise into the vicinity. Depending on the location of the taxiways and frequency of their use these emissions may cause short-time (< 1 min) but frequent annoyances in nearby residential areas. 2.1.2 Possible Solutions a) Noise protection walls One possibility mentioned during the discussions was to establish protection walls along the critical taxiways. The use of fixed barriers (concrete or steel) will reflect the noise and the result is a dislocation of the problem. This problem came up at Saarbrücken Airport (EDDR) after installation of a noise protection wall in the vicinity. With special absorbing material, or construction (dispensation of the sound pressure) it is possible to improve the effectiveness of such constructions. As a physical principle the effectiveness of a protection wall will decrease with the distance of the noise source. The physical requirement to get close to the noise source is contrary to the ICAO Annex 14 requirements. According these regulations taxiways must have an obstacle free area depending on the airport code number (Figure 1, Column (11). Some airports planted hedgerows along critical residential areas. From the scientifically point of view hedgerows will decrease the noise level up to 3 dB, but a tremendous width is necessary to reach this target. Nevertheless the involved airports have good success with these hedgerows, because there is also a psychological effect included. VIII Figure 1, ICAO Annex 14 Part1 Chapter 3 (excerpt) Figure 1 above describes the necessary distances between an obstacle and the taxiway centreline (column 11). The distance is depending on the airports code number. IX b) Taxiing with one engine off: This procedure is feasible for all turbo prop aircraft, because the electrical and hydraulic systems are therefore configured. This procedure is not recommended for jet engine aircraft though. To start the second engine it is necessary to run the auxiliary power unit (APU) the whole time. It is also possible to start the second engine using air from the first engine but the disadvantage of doing this outweigh an possible fuel savings or noise reduction (has to be performed on a high idle powersetting). X 2.2 Aprons / APU-GPU / Engine Start-up 2.2.1 Actual Situation While standing on the apron an aircraft requires electrical power to supply aircraft systems needed for handling and turn-around. Electrical power is usually delivered by auxiliary (APU) or ground power units (GPU) whereas APUs are much more noisy than GPUs. Depending on location of the aprons these emissions can cause long-lasting (> 30 min) annoyances in nearby residential areas. 2.2.2 Possible Solutions a) Use of ground power units, electrical power and pre-conditioned air supply Aircraft stands have to provide electrical power and preconditioned air (cooling, heating, ventilation) for the avoidance of using an APU. If both sources are available the use of the APU can be minimized to a few minutes before starting the engines. To minimize the noise and carbon-dioxide emissions it will be helpful to use the public electricity network, with an additional transformer, instead of Diesel engine driven ground power units (GPU). The fuel consumption of a medium sized APU (Boeing 737, A 320) is about 100 litres JET A 1 per hour. Modern GPUs are consuming about 36 litres Diesel per hour. Figure 2 is showing an under floor power supply station, driven by the public electricity network with an additional transformer to generate 115V/ 400Hz. This equipment is mainly used for maintenance purposes. Figure 3 and 4 are showing the electrical and preconditioned air supply mounted on a boarding bridge. Both are working without additional engine driven facilities. If both sources are available it is only necessary to use the APU for starting the engines, because jet- engines need pneumatic pressure for the starter.