BACKGROUND OF THE INVENTION
Noise levels surrounding airports present a unique problem for both the communities f
surrounding the airport and the airline operators, especially during takeoff and landings when the aircraft are closest to the ground. The communities would like to see a reduction in noise levels I
while the airline operators want to climb out more quickly to take advantage of greater j
efficiencies realized at higher altitudes. Many airports require that aircraft honor a noise I
exposure limit in the surrounding area. Exceeding these limits can result in fines or restricted j
operation.
^ BRIEF DESCRIPTION OF THE INVENTION
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In one embodiment, a method of operating an aircraft includes determining when a flight j
path of the aircraft intersects a noise abatement zone and operating the aircraft at a performance profile having a noise level acceptable for the noise abatement zone when the aircraft is flown within the noise abatement zone. The noise abatement zone includes both an altitude dimension I
and a ground path dimension. I
j BRIEF DESCRIPTION OF THE DRAWINGS j
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! Figure 1 is a schematic view of a flight path flown according to a method known in the f
prior art for reducing noise. Figure 2 is a schematic view of a flight path flown according to an alternative method j
^ P known in the prior art for reducing noise. [
Figure 3 is a schematic view of an illustrative noise abatement zone and an aircraft flight {
path. |
Figure 4 is a schematic view of an illustrative noise abatement zone and a variety of {
aircraft flight profiles resulting from operation according to an embodiment of the invention. |
Figure 5 is a flow chart of a method for operating an aircraft at a performance profile !
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having a noise level acceptable for the noise abatement zone when the aircraft is flown within the j
noise abatement zone according to a second embodiment of the invention. I
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Figure 6 is a schematic view comparing the known flight path of Figure 1 with a flight j
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profile of Figure 4, which results from operation according to an embodiment of the invention. j
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DESCRIPTION OF EMBODIMENTS OF THE INVENTION I
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Figure 1 illustrates several flight profiles known in the art for reducing noise. A first j
flight profile 2 illustrates the results of a known method for reducing noise that employs an J
j altitude-based scheme where the thrust is changed from a takeoff thrust 4 to a reduced climb j
I setting 6 once the aircraft climbs above a predetermined lower altitude 8. The throttles are then |
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j returned to the normal climb thrust setting 10 once the aircraft climbs above a second higher j
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I predetermined altitude 12. j
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Figure 2 illustrates a second flight profile 14 that is the result of an alternate known noise ?
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! reduction method that uses location as the driving factor for reducing thrust and has all aircraft j
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reduce thrust once a noise abatement area is reached regardless of altitude. As illustrated, the I
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| second flight profile 14 is changed from a takeoff thrust 16 to a reduced climb setting 18 once
the aircraft reaches a starting noise abatement point 20, which is a predetermined range from the i
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I airport represented by mile "0", and only returns the throttles to a normal climb thrust 22 once *
! the aircraft has traveled a distance to an end noise abatement point 24, which is also a
\ predetermined range from the airport. Both of these known methods help to reduce noise but are j
overly conservative for aircraft with certain weights and climb capabilities. j
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Referring now to Figure 3, according to one embodiment of the invention, a method of |
operating an aircraft 30 capable of operating at a plurality of performance profiles having j
differing noise levels includes flying the aircraft 30 along a flight path 32, determining when the f
Jft flight path 32 intersects a noise abatement zone 34, and operating the aircraft 30 at a
performance profile having a noise level acceptable for the noise abatement zone 34 when the |
aircraft 30 is flown within the noise abatement zone 34. The noise abatement zone 34 may j
correlate to a noise-sensitive area 35 near the airport such as a residential neighborhood or a I
business community. The boundaries of such noise-sensitive areas 35 may be set by various I
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groups and/or authorities and may begin somewhere between the physical boundary of the |
community and a given runway or departure path from the airport. I
It is contemplated that the noise abatement zone 34 may be defined in at least a two I
dimensional space including both a ground path dimension 36 and an altitude dimension 38 |
(Figure 4). The ground path dimension 36 may include a start point 40 and an end point 42 and f
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such start points and end points 40 and 42 may correlate to points along the ground correlating to !
the noise sensitive area 35 that the flight path 32 intercepts. Thus, the start point 40 may j
correspond to the point where the flight path 32 enters the noise abatement zone 34 and the end point 42 may correspond to the point where the flight path 32 exits the noise abatement zone 34. f
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It will be understood that the noise abatement start and end points 40 and 42 need not be in a {
I straight path and that the noise sensitive area 35 need not be geometrically defined or of a f
i predetermined geometric shape. The noise sensitive area 35 is illustrated as an ellipse in Figure |
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! 3, but can be of any closed or non-closed shape. i I
As Figure 3 is a top down view, the altitude dimension 38 of the noise abatement zone 34 f
I may be more clearly illustrated with respect to Figure 4, which is aside view of the zone. Figure {
| ^f 4 schematically illustrates the noise abatement zone 34 as having both the ground path dimension i
36 and the altitude dimension 38. The altitude dimension 38 may include a maximum altitude 46
as well as a minimum altitude 48. It is contemplated that the minimum altitude 48 may be above I
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a ground level numerically represented with a 0 in the illustration. Such a minimum altitude 48 {
may be set such that the thrust settings of the aircraft 30 are not reduced until the aircraft 30 has !
attained a certain altitude, for example 800 feet. f
[ It is contemplated that the intersection of the flight path 32 with the noise abatement zone I
I 34 could be computed on-board the aircraft 30 via a Flight Management Computer (FMC) or {•
1 determined by an Electronic Flight Bag (EFB) or ground-based tool and up-linked to the aircraft j
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30. The aircraft 30 may download both the noise abatement zone dimensions and the corresponding acceptable noise level. The intersection of the flight path 32 with the noise J
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abatement zone 34 may be identified prior to the aircraft 30 entering the noise abatement zone f
^F 34. It is contemplated that the maximum and minimum altitudes 46 and 48 as well as the start and end locations 40 and 42 may be input and/or computed in various ways. By way of non- |
limiting examples, the start and end locations 40 and 42 may be based on pilot selections or pre- I
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defined noise abatement departure procedures included within the navigation database or from f
individual waypoint designations. Alternatively, noise abatement zones may be defined in a new !
Noise Abatement Area Database (NAADB) wherein the start and end locations may be
automatically determined based on the flight path's intersection with the noise abatement area f
based on a selected departure procedure.
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The aircraft 30 may be capable of operating at a number of performance profiles. For i
example, it is contemplated that the aircraft may be capable of operating at a performance profile I
related to a takeoff climb, which may have a corresponding greater thrust and a maximum climb f
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angle. The aircraft 30 may also be capable of operating at a performance profile having a f
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reduced thrust with a corresponding decreased climb angle, which creates less noise for when the I
aircraft is within the noise abatement zone 34. The aircraft 30 may also have a performance I
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profile with a climb thrust, which is less than the takeoff thrust but greater than the reduced I
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thrust. The above mentioned performance profiles are by way of non-limiting examples only |
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and it is contemplated that the aircraft 30 may have any number of additional or alternative |
performance profiles. It is also contemplated that the performance profiles may include that the
thrust setting may be adjusted based on altitude such that the thrust may be increased as the I
altitude of the aircraft increases.
The embodiments of the inventive method described herein incorporate both altitude and
location based considerations into an integrated scheme where the performance profile of the
aircraft 30 is only adjusted when necessary based on distance from the noise sensitive area both
horizontally and vertically. Further, multiple factors are considered in determining when to f
restore thrust during operation of the aircraft 30. In this manner, the throttle need only be f
reduced when necessary and the aircraft 30 may operate more efficiently while still satisfying f I noise exposure constraints. I
Several flight profiles 52, 54, and 56 have been illustrated with respect to the noise I
abatement zone 34 and are a result of such embodiments of the inventive method. Each flight f
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profile illustrates that the thrust is reduced from an initial thrust, such as a takeoff thrust, to a I
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^ performance profile having a reduced thrust and a noise level acceptable for the noise abatement )
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zone once both the minimum altitude 48 and the start location 40 have been reached by the j
aircraft. Such a performance profile is maintained until either the maximum altitude 46 or the f
end location 42 is reached. The least constraining factor is used to produce a flexible solution II
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that helps to both reduce noise and maximize climb performance. For example, the flight profile |
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52 has a restored performance profile after a certain altitude was reached regardless of the [;
distance component and the flight profiles 54 and 56 have restored performance profiles after the I
end location was reached even though the maximum altitude was not reached. J
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Although not illustrated, it is also contemplated that an embodiment of the invention may f
contemplate a three-dimensional noise abatement zone. Such a three-dimensional zone may also I
include a time dimension. It is also contemplated that a noise budget allowed within the noise j
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abatement zone may be identified and may be used to vary the performance profile at which the i
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aircraft is operated at when the aircraft is flown within the noise abatement zone. The noise budget may be a quota that represents the total sum of noise allowed over a specific period. J
Such a noise budget may be airline operator specific. A ground based tool may keep track of an f
airline fleet's overall noise budget and the performance profile of the aircraft 30 may be varied I
based on the available noise budget remaining and the currently applicable noise limits. This 8
would allow an airline to operate most efficiently while avoiding any penalties associated with I
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^ p exceeding noise budgets and limits. i
It is contemplated that the performance profile having the noise level acceptable for the I
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noise abatement zone may be determined based on the identified noise budget and that the j
performance profile may include adjusting the thrust at which the aircraft is operating within the s
noise abatement zone depending upon the sound budget. By way of non-limiting example, the f
thrust setting may be adjusted based on a slewing factor or a noise factor that is altitude based. I
Thus, the performance profile may include that the thrust may be increased as the altitude of the {
aircraft increases towards the predetermined maximum altitude. By way of additional non- j
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limiting example, the thrust setting may be adjusted independently of the noise factor to slowly jl
restore thrust while staying below a certain noise level when the aircraft is within the noise {
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abatement zone. f
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One embodiment of a method of the invention for operating an aircraft at a performance j
^ * profile having a noise level acceptable for a noise abatement zone when the aircraft is flown I
within the noise abatement zone is illustrated in Figure 5. The illustrative method 100, by way I
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of non-limiting example, is with respect to a two dimensional noise abatement zone such as the f I
one shown in the previous figure. The method 100 assumes that the aircraft is flying along a j
flight path and that a two-dimensional noise abatement zone has been defined in terms of f
minimum and maximum altitude dimensions and start and exit ground path locations. The f
method 100 may be initiated automatically when the aircraft begins flying along its flight path f
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and may be executed by a controller of the aircraft. The sequence depicted is for illustrative l
purposes only and is not meant to limit the method 100 in any way as it is understood that the f
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portions of the method may proceed in a different logical order, additional or intervening ]
portions may be included, or described portions of the method may be divided into multiple f
portions, or described portions of the method may be omitted without detracting from the [
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described method. !
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The method 100 begins with a noise abatement departure procedure generally denoted as J
102. The noise abatement departure procedure 102 begins at 104 where a controller in the [
aircraft may determine if the height of the aircraft is less than a predetermined minimum altitude. I
Such a predetermined minimum altitude may correlate to the minimum altitude dimension of the !
predefined noise abatement zone. If the current altitude of the aircraft is less than the f
predetermined minimum altitude, then the method moves out of the noise abatement departure \ j procedure 102 and onto a non-noise abatement thrust setting at 114, which will be described \,
below. If the current altitude of the aircraft is greater than the minimum altitude, then the I
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method continues its noise abatement departure procedure 102 at 106. It may be understood that |
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the determination at 104 may easily be modified to include whether the current location of the I
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aircraft satisfies a predetermined threshold value and need not be limited to a greater than J
determination. For purposes of this description it may be understood that reference values may |
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be easily selected or numerically modified such that any typical comparison may be substituted f
(greater than, less than, equal to, not equal to, etc.). I
At 106, it may be determined whether the aircraft has reached the noise abatement zone I
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by determining if the distance to the predetermined noise abatement start location is greater than {
zero. Such a predetermined noise abatement start location may correlate to the ground path {
dimension where the flight path may enter the predefined noise abatement zone. If it is }
^ * determined that the distance to the start location is greater than zero, then the method moves out |
of the noise abatement departure procedure 102 and onto the non-noise abatement thrust setting I
at 114. If it is determined that the distance to the start location is less than zero then the method I
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continues to 108. At 106 it is contemplated that the determination of whether the aircraft has {
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reached the noise abatement zone may include determining if the distance of the aircraft from the I
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origin or runway is less than the distance of the start location from the origin. It may be I
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understood that the determination at 106 may easily be modified and need not be limited to the [
illustrated and described determination. j
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At 108, it may be determined if the aircraft has already ascended higher than the I
predefined noise abatement zone by determining if the height of the aircraft is greater than a f
predetermined maximum altitude. Such a predetermined maximum altitude may correlate to the maximum altitude dimension of the predefined noise abatement zone. If the current altitude of
the aircraft is greater than the maximum altitude, then the method moves out of the noise
abatement departure procedure 102 and onto the non-noise abatement thrust setting at 114. If the
current altitude of the aircraft is not greater than the maximum altitude, then the method |
continues its noise abatement departure procedure 102 at 110. I
1 At 110, it may be determined whether the aircraft has flown out of the noise abatement I
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zone by determining if the distance to the predetermined noise abatement end location is less [
^ p than zero. Such a predetermined noise abatement end location may correlate to the ground path l
dimension where the flight path is anticipated to exit the predefined noise abatement zone. If it f
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is determined that the distance to the end location is less than zero, then the method moves out of f
the noise abatement departure procedure 102 and onto the non-noise abatement thrust setting at |
114. If it is determined that the distance to the end location is not less than zero, then the method 'i
continues to 112. At 110 it is contemplated that the determination of whether the aircraft has I
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flown out of the noise abatement zone may include determining if the distance of the aircraft f
from the origin or runway is greater than the distance of the end location from the origin. It may I
be understood that the determination at 110 may easily be modified and need not be limited to f
the illustrated and described determination. I
At 112, the thrust for the aircraft may be set to a predetermined noise abatement thrust. |
In this manner, the aircraft may be operated at a performance profile having a noise level f
acceptable for the noise abatement zone. It is contemplated that operating the aircraft at a
performance profile having a noise level acceptable for the noise abatement zone when the |
aircraft is flown within the noise abatement zone may include operating the aircraft at multiple j
performance profiles at 112. It is contemplated that after the thrust is set at 112 the method 100 |
may be return to 104 to determine if the aircraft is still within the noise abatement zone and f
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operate the aircraft accordingly. |
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The non-noise abatement thrust setting at 114 is used when it is determined that the f
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aircraft is not within the noise abatement zone. In the non-noise abatement thrust setting at 114 f
the thrust may be set at a higher thrust such as a takeoff thrust or a climb thrust, which would not }
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be appropriate for the noise abatement zone. When the aircraft is flown within the noise f
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abatement zone, it is operated at a performance profile having a lower thrust than the I
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performance profile when the aircraft is flown outside the noise abatement zone. During the t
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non-noise abatement thrust setting 114 it may be determined what performance profile the I
aircraft should be operated at and such performance profile may be at a noise level, which would |
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not be acceptable for the noise abatement zone. !
It is contemplated that after the thrust is set during the non-noise abatement thrust setting j
at 114 the method 100 may be repeated with the noise abatement departure procedure 102 >
beginning at 104. It is also contemplated that the flight path may change while the aircraft is j
being operated and that this may result in a change in the predetermined noise abatement zone f
^ P start and end ground path locations. This may in turn result in changes to the method 100 and j
the determinations made in the method 100 as the flight path may intersect the noise abatement I
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zone at alternative locations. It is also contemplated that the flight path may encounter multiple I
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noise abatement zones during flight and/or that the flight path may have multiple intersections j
with a single noise abatement zone. The method may be utilized multiple times within a single f
flight of an aircraft to ensure that the aircraft is operated at a performance profile having a noise f
level acceptable for the noise abatement zones when the aircraft is flown withm the noise {
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abatement zones. j
Alternatively, an embodiment of the method may include multiple noise abatement start jj
and end locations as well as multiple minimum and maximum noise abatement altitudes in order I
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to better specify various noise restriction zones. For example, multiple start and end locations |
could be used to take advantage of an unpopulated area between two noise-restricted I
^ * communities resulting in a faster climb while satisfying the overall noise restrictions. Additionally, multiple altitude bands could be used to define different levels of required noise I
abatement. f
Figure 6 illustrates a comparison of the flight profile 52 from Figure 4 with the flight t
profile 2 from Figure 1. A comparison of the two flight profiles clearly illustrates the advantages j
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of the method over the prior art. Whereas the known prior art methods utilize only a single |
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factor in determining when the aircraft may be returned to a normal climb thrust setting the {
above described embodiments take multiple factors into consideration in an integrated scheme where thrust is only reduced when necessary based on distance from the noise sensitive area both i
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horizontally and vertically. This allows for more efficient airline operation while still satisfying I
the noise exposure constraints j
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Lighter aircrafts need not reduce the thrust earlier than necessary and heavier aircrafts |
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need not keep the thrust reduced longer than necessary. Aircrafts are allowed to climb out away j
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from airports more quickly and the faster climbs result in decreased fuel usage and less noise, as j
the aircraft can take advantage of flying at a higher altitude, where there are greater efficiencies f
realized, for a longer period of time. The contemplated methods may use flexible factors in f
determining a set of altitudes or locations to have thrust reduction and restore points. The above |
described method uses the least constraining factor to produce a flexible solution that helps to both reduce noise and maximize climb performance. This reduces the fuel usage as the more j
q p efficient cruise altitude is attained sooner.
This written description uses examples to disclose the invention, including the best mode,
and also to enable any person skilled in the art to practice the invention, including making and
using any devices or systems and performing any incorporated methods. The patentable scope of
the invention is defined by the claims, and may include other examples that occur to those skilled
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in the art. Such other examples are intended to be within the scope of the claims if they have I
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structural elements that do not differ from the literal language of the claims, or if they include i
equivalent structural elements with insubstantial differences from the literal languages of the f
claims. |
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WE CLAIM:
1. A method of operating an aircraft capable of operating at a plurality of
performance profiles having differing noise levels, the method comprising:
flying the aircraft along a flight path;
determining when the flight path intersects a noise abatement zone being two
dimensional with both an altitude dimension and a ground path dimension; and
operating the aircraft at a performance profile having a noise level acceptable for
the noise abatement zone when the aircraft is flown within the noise abatement zone.
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^ ^ 2. The method of claim 1 wherein the ground path dimension comprises a start point
and an end point along the groimd.
3. The method of claim 2 wherein the start point corresponds to the point where the
flight path enters the noise abatement zone and the end point corresponds to the point where the
flight path exits the noise abatement zone.
4. The method of claim 2 wherein the altitude dimension comprises a maximum
altitude.
5. The method of claim 4 wherein the altitude dimension comprises a minimum
altitude.
^ p 6. The method of claim 5 wherein the minimum altitude is above ground level.
7. The method of claim 1 wherein the noise abatement zone is three dimensional.
8. The method of claim 1, fiirther comprising operating the aircraft at a performance
profile having a noise level exceeding the acceptable noise level when the aircraft is flown
outside the noise abatement zone.
9. The method of claim 8 wherein the performance profile when the aircraft is flown
within the noise abatement zone is at a lower thrust than the performance profile when the
aircraft is flown outside the noise abatement zone.
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10. The method of claim 9 wherein operating the aircraft at a performance profile
having a noise level acceptable for the noise abatement zone when the aircraft is flown within the
noise abatement zone includes operating the aircraft at multiple performance profiles.
11. The method of claim 1, further comprising identifying a noise abatement zone
intersecting the flight path prior to the aircraft entering the noise abatement zone.
12. The method of claim 11, fiirther comprising downloading to the aircraft the noise
abatement zone dimensions and a corresponding acceptable noise level.
13. The method of claim 12 wherein the downloading the noise abatement zone
^ ^ dimensions comprises downloading a start point, where the flight path enters the noise abatement
zone, and an end point, where the flight path exits the noise abatement zone.
14. The method of claim 13 wherein the start point and end point each comprise at
least one of an altitude dimension and a groimd path dimension.
15. The method of claim 1, fiirther comprising identifying a noise budget allowed
within the noise abatement zone.
16. The method of claim 15 wherein the performance profile having the noise level
acceptable for the noise abatement zone is determined based on the noise identified budget.