/Aircraft Noise and Aircraft Noise Abatement The environment at Munich Airport

Living ideas – Connecting lives D2 Contents

4 Munich Airport in comparison 8 Causes of noise 11 Noise research 14 Air traffic basics 16 Planning flight procedures 18 Aircraft noise monitoring 22 Reducing aircraft noise 32 Legal requirements 35 Appendix 36 Glossary 38 Imprint D3 Foreword

Air traffic is a major factor in societal development. It helps to secure Germany's economic place in the face of international competition and has immense signifi- cance in times of increasing globalization. It makes a substantial contribution not only to exports, but also to the needs of the population in terms of mobility and well-being. Air traffic also means noise, however.

The subject of aircraft noise and complete protection for residents is a chief con- cern for Munich Airport in dialog with the neighborhood. We, together with the air- lines and air traffic control, have for many years been actively engaged in all areas of noise abatement in order to take account of the local residents’ need for rest.

Aircraft noise must also be considered and assessed against traffic noise as a whole. The figures show air traffic as a whole to cause the least traffic noise by far, and no other mode of transport has achieved as much success in reducing noise through technological innovations over the past decades as air traffic.

We want to find the right balance based on the legal situation between the in- terests of residents and the environment and the requirements of industry and ­people’s needs for mobility. To do so we are holding open discussions with all parties concerned.

The aim of this brochure is to look objectively at this issue in the public sphere and to continue discussions with all interested parties.

Dr. Michael Kerkloh Andrea Gebbeken Thomas Weyer President and CEO, Personnel Chief Commercial Chief Financial Officer, Industrial Relations Director and Security Officer Chief Infrastructure Officer Munich Berlin-Tegel Cologne-Bonn Frankfurt am Main

Noise disturbance: major local differences

Approximately 413,000 aircraft move- ments in 2018 Munich Airport in comparison 5

Munich Airport in comparison

Facts and figures Noise disturbance With 46.3 million passengers and 413,500 When it comes to the number of people aircraft movements in 2018, Munich Airport directly affected by aircraft noise at major The facts and fi gures have also been is one of the most important and busiest airports, the proportion at Munich is relatively published on the airports in Europe. It is the second largest low. Around 7 percent of people are affected Munich Airport website. German airport and a significant hub con- in Munich to the same extent as those in www.munich-airport.com/ necting Germany to international air traffic. Frankfurt. This in no way means that aircraft traffi c-fi gures-263342 Munich Airport is not only Bavaria’s gate to noise is not an issue for Munich Airport, but the entire world, but also offers secure jobs rather that the location selected is particu- to some 38,000 employees. It is one of the larly favorable. key factors for the economic revival of an entire region.

Noise disturbance

278,800

189,300

101,400 Number of people aff ected by noise in excess of 55 dB(A)

(LDEN) during the day (24 hours); Environmental 13,700 Noise Directive Source: Federal Environment Agency MUC CGN FRA TXL

Total aircraft movements

432 410 405 413 397 390 398 394 382 377 380

2008 – 2018 Take-off s and landings in 0.1 % -8.2 % -1.7 % 5.1 % -2.9 % -4 % -1.4 % 0.9 % 3.8 % 2.6 % 2.2 % thousands

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

500

400

300

200

100

0 6 14

Passenger volume in commercial traffic

46.3 44.6 42.3 41 39.7 37.8 38.4 38.7 34.5 34.7 32.7

2008 – 2018 Commercial passengers in millions 1.7 % -5.4 % 6.2 % 8.8 % 1.6 % 0.8 % 2.7 % 3.2 % 3.1 % 5.5 % 3.8 %

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Aircraft noise is also of lesser significance in (Bundesimmissionsschutzgesetz – terms of noise disturbance when compared BImSchG). For this, the day-evening-night www.umweltbundesamt.de/en/ to other modes of transport. The principal noise indicator LDEN and the night-time noise indicator-population-exposure- source of noise by far is road traffic. indicator L measured in dB(A) are used to-traffic-noise NIGHT Rail traffic tends to be a problem at night. to determine exposure to noise in accor- Few people as a whole are affected by dance with «COMMISSION DIRECTIVE (EU) aircraft noise. This is shown by investiga- 2015/996 of 19 May establishing common tions into exposure to environmental noise noise assessment methods according to using noise mapping in accordance with the Directive 2002/49/EC of the European Environmental Noise Directive, implemented Parliament and of the Council». by § 47c Federal Emissions Control Act

Population exposed to traffic noise around main roads, main train routes, major airports and conurbations (in accordance with the Environmental Noise Directive)

2,694,700

2,346,800

2,013,900

Source: Federal Environment Agency 2018, noise mapping data 1,003,800 2017, compilation of the ­notifications of Federal States and Federal Railway Authority pursuant to § 47c 34,400 36,200 BImSchG (date: 30.12.2018) Road traffic noise Rail traffic noise Aircraft noise

Day-evening-night noise indicator above 65 dB(A) Night-time noise indicator above 55 dB(A) Approximately 46.3 m passengers in 2018

Impact on the population Road traffic noise Rail traffic noise Aircraft noise 8 14

Causes of noise

Subjective perception – sponds to 0 dB, through to the pain thres­h­ ­objective measurement old of almost 100,000,000 Micro Pascal or 130 dB. In the abbreviation dB(A), Noise describes any undesired sound that the (A) stands for an additional filter that is perceived as disturbing, annoying and takes into account the varying sensitivity loud. The perception of noise is extremely of the human ear to high and low tones subjective, meaning that everybody experi- (frequency), referred to as the A-filter. ences sounds differently: some people enjoy loud music, others find it a disturbance. The logarithmic principle of the decibel scale requires special calculation rules: Sounds are produced by vibrations and are doubling the traffic volume leads to a 3 dB transmitted through the air in the form of increase in noise emissions, however the sonic waves and perceived by the human volume is only perceived to be twice as loud ear as sound pressure fluctuations. Sound when there is an increase of 10 dB. travels at different speeds depending on the medium, and in the air at around 340 From the point of view of physics, aircraft meters per second (m/s). There is a very noise are also sound pressure levels of broad range of perception of sound pres- differing amount, duration and frequency. sure fluctuations, and sound pressure at When they are perceived as disturbing or the pain threshold is around three million annoying, they are referred to as aircraft times as high as the hearing threshold. noise. Unlike road and rail noise, aircraft A logarithmic numerical scale specified in noise does not predominantly occur along k decibels (dB) is therefore used to simplify the complete journey but is rather concen- the presentation of sound. With the linear trated on the direct surroundings of the Pascal unit, the scale extends from the airport in the area of the arrival and depar- k Decibel hearing threshold at around 20 Micro Pascal ture routes. see Glossary, pp 36-37 (= 20 µP = 20 x 10–6 Pascal), which corre-

79 dB(A) 76 dB(A) 73 dB(A) 70 dB(A) Causes of noise 9

Causes of noise Tail unit Fuselage

Slats and landing flaps Main landing gear Engine Nose gear

Sources of aircraft noise contact with the road surface. They primarily There are two principal causes of aircraft depend on the engine speed, the vehicle noise: the engines and the aerodynamic speed and the condition of tires and the road. components. The engine noise is made up of the noise created when the jet meets Sources of rail noise the surrounding air as well as from the The main sources of noise from rail traffic noise made by the rotating air blades and are as follows: kerosene combustion inside the engine. ¬ Rolling noise from wheel/rail contact ¬ Aerodynamic noise at speeds exceeding The aerodynamic noise results from the 200 kilometers per hour displaced air flowing around the body of ¬ Noise made by the engine and auxiliary the aircraft and swirling against contact power units at low speeds (local public surfaces. transport (ÖPNV), shunting and train station operation) In the past aerodynamic noise was less ¬ Cornering squeal or screeching (ÖPNV, important. The aerodynamic component area of the [shunting] train station) has become relevant due to the success ¬ Brake noise, starting noise and shunting in reducing engine noise. noise (ÖPNV, area of the [shunting] train station) Sources of road noise ¬ Acoustic signals (for example whistles at Exposure to road noise is mainly determined level crossings without gates) by the traffic intensity and the noise emis- sions from the vehicles. The behavior of The dominant noise on the line is the rolling the driver (especially regarding speed and noise. Its intensity largely depends on the engine speed) is pivotal. Another important speed, the roughness of wheel and rail influencing factor is the combination of tires surfaces and the type of track (rail type, rail and road surface. mountings and intermediate layers, as well as any rail dampers used). Freight trains The noise made by motor vehicles are mainly mainly run at night and have longer transit caused by the engine (motor, the air intake times, therefore rail freight traffic consti­ and exhaust tract and the gears) and tire tutes the biggest problem for the railways. 10 14

Examples of the sound pressure level for various sources of noise QUIET NOISE Rock concert, Car driving past non-enclosed Low volume at the roadside pneumatic drill

In a nightclub Noise from adjacent TV Headphones E.g. the hearing threshold apartments (for users) 0 10 20 30 40 50 60 70 80 90 100 110 dB(A) SILENCE Quiet residential area Chalet near in the country a mountain river

Quiet rustle Hotel by the sea in of leaves front of the window Noise research 11

Noise research

One subject of noise research is the degree NORAH study to which people are disturbed by aircraft Information about the effects of aircraft, rail noise. This is defined in different ways, and traffic and road traffic noise on the health www.umweltbundesamt.de/en/ topics/transport-noise/noise- unlike objectively measurable exposure to and quality of life of residents affected is effects/noise-annoyance noise, depends heavily on personal sensitiv- contained in the NORAH study into the ity to noise. effects of noise («Noise-Related Annoyance, Cognition, and Health»). This study, headed «What all of these definitions of disturbance by Ruhr-University in Bochum, was con- have in common is that they are based on ducted between 2011 and 2015 at Frankfurt, a subjective perception that can be neither Berlin, Cologne-Bonn and Stuttgart airports. physically measured nor objectively calcu- The study showed that aircraft noise lated. The term noise disturbance as well impaired the health of residents near as the survey methods used to determine Frankfurt airport to a lesser degree than it are therefore divorced from the measur- feared. No significant correlations were able physical burden … All definitions fur- identified for risks such as heart attacks, thermore share the fact that the term dis- strokes or high blood pressure. The only area turbance only covers impairments that are where a significant correlation to noise was Source: below the threshold for detrimental effects seen for all modes of transport was in the Dr. Christian Giesecke Zeitschrift für Luft- und on health.» case of depression and cardiac insufficiency. Weltraumrecht (ZLW) 2018, 1

Surveys also show that the disturbance from aircraft noise is much lower than that caused by road traffic, neighbors or trade and industry.

Exposure to tonoise noise in Germany in Germany in percent in percent

Rail traffic noise

Aviation noise

Noise from trade and industry

Noise from neighbors

Road traffic noise Source: Federal Environment Agency 2019 0 10 20 30 40 50 60 70 80 12 14

The study results also confirm that the Evaluation of research into the effect of disturbance reaction is greater than had aircraft noise on people previously been thought. Whether and the Headed by the interdisciplinary sleep center extent to which people find noise disturbing at the Charité-Universitätsmedizin Berlin, can only partially be identified by means of experts from the areas of medicine, physical indicators, however. Individual psychology, epidemiology, statistics and perception fluctuates substantially and is economics have examined the current influenced by a number of non-acoustic state of research into the effect of aircraft factors such as one’s personal attitude to noise on people. To do so they evaluated the source of the noise. scientific literature from journals and Noise research 13

reference books as well as other publica- Possible effects on other organ systems tions from the years 1970 to 2015 and the and diseases have yet to be documented NORAH study. This evaluation confirmed with sufficient accuracy according to the findings about the effect of aircraft noise current state of research. Insufficient data on disturbance perception, the cardiovas- is available regarding many questions cular system, sleep and on children’s concerning the link between aircraft noise reading comprehension. and health ramifications, and more research is needed. 14 14

Air traffic basics

The runway in use is deter- Meteorological events such as snow, rain or mined by the wind and weather fog may result in delays at airports. Aircraft movements may then have to take place at § Legal clauses For reasons of flight safety, aircraft always times when they will be perceived as more see Legal requirements take off and land against the wind. The disturbing by those affected. Certain meteo- pp 32-34 parallel east/west position of the two runways rological conditions such as thunderstorms at Munich Airport produce two k runways in are fundamentally bypassed for safety use (operating directions): take-off and reasons. This, too, can subsequently lead to landing in a westerly direction is used for aircraft being positioned differently to the two-thirds of the operating time as an annual published flight procedures. Decisions are average, while the eastern operating direction based on corresponding air traffic control k Runway in use is used for one-third. Different exposure to clearance (see § 31 (3) Air Traffic Ordinance (operating direction) aircraft noise arises for the surroundings – Luftverkehrsordnung) issued by the air k Deutsche Air traffic control GmbH of Munich Airport depending on the runway traffic controller responsiblek ( Deutsche see Glossary pp 36-37 in use. Flugsicherung GmbH (DFS)).

Distribution of the operating directions in use in percent

N W E S

66 2007 34 63 2008 37 64 2009 36 63 2010 37 59 2011 41 62 2012 38 61 2013 39 60 2014 40 64 2015 36 67 2016 33 72 2017 28 54 2018 46 100 0 0 100 Air traffic basics 15

Air traffic basics Approaches ¬¬ Departure procedures must enable the § Legal clauses During landing, the wind is used firstly for a DFS to handle air traffic in a safe, orderly see Legal requirements pp 32-34 shortened delay line and secondly to enable and expeditious manner. the machines to glide in without extending ¬¬ During planning it must be taken into con- the landing flaps and landing gear prema- sideration that aviation authorities and turely for reasons of speed. In this way the air traffic control organization must as little noise as possible is generated. work towards protecting people from Especially aircraft approaching Munich unreasonable aircraft noise (see § 29b (2) Airport opposite the final approach course Air Traffic Act [LuftVG]). are initially led parallel to the runway (for example with an approach from the west The length of the flight procedure must be using the western operating direction). acceptable, taking account of all points. During normal operation it is not permitted This generally occurs using transition to abort departure procedures without procedures (k Transition to Final prior clearance by air traffic controllers. Approach). This concerns flight procedures which among other things are parallel to In the course of safe, orderly and expedi- the runways and whose routes are defined tious traffic handling there is, for example, by navigation points, referred to as way- the opportunity using individual clearances points. Aircraft making a downwind (see § 26 (2) Sentence 2 LuftVO) to guide approach are then guided by means of a departing jets over 5,000 k feet (1,524 180° curve onto the final approach course meters) above ground and propeller or extended runway centerline. This takes aircraft over 3,000 feet (914 meters) place at different distances from the above ground to individual routes also airport depending on factors such as traffic outside of published departure procedures. volume. If the aircraft are on their final Among other things this can contribute to approach, the remaining approach up to reducing negative environmental effects. touchdown is generally conducted with the Shorter flight routes result in lower help of the k instrument landing system. kerosene consumption, for example. This

This system specifies both the approach fundamentally also reduces CO2 emissions. line (centerline) and the glide slope. Thunderstorms in the area of departure Departures procedures may be a reason for crews to Departures against the wind have a positive ask air traffic control for clearance to influence on the noise generated: the enable them to avoid these storms. The air aircraft climbs more steeply and faster due traffic controllers will accede to this to the headwind and gains height more request where there are no flight safety rapidly so that the greater distance from arguments against doing so. The altered the ground leads to a faster reduction in route may mean flying over individual the aircraft noise reaching it. The departure towns or villages although no storm can procedures are planned according to the be seen there (from the ground). following assumptions:

k Transition to final approach k Instrument landing system k Foot see Glossary pp 36-37 16 14

Planning flight procedures

Planning process runway and operating direction. ¬¬ Aviation authorities and the DFS must § Legal clauses Based on DFS flight procedure planning, the work towards protecting the general see Legal requirements Federal Supervisory Authority for Air Naviga- public from unreasonable aircraft noise in pp 32-34 tion Services (BAF) stipulates flight proce- accordance with § 29b (2) LuftVG. dures by means of a legal ordinance. It does ¬¬ In order to be able to give sound consider- so following advice from the Aircraft Noise ation to aspects of exposure to noise Commission with the involvement of the during planning, the DFS operates the Federal Environment Agency (UBA) where k NIROS planning tool (Noise Impact applicable and after an examination of Reduction and Optimization System), compliance with legal requirements by the using which departure procedures for Federal Ministry of Justice and Consumer flights are optimized in accordance with Protection (BMJV). If the responsible air k Standard Instrument Departure or SID traffic control unit issues no contrary air for short with respect to the public noise traffic control clearance in accordance with disturbance they cause. The aim of NIROS § 31 (3) LuftVO, the pilot must follow the is to identify minimum noise routings prescribed flight procedures for flights based on scientific findings. within the control zones, for approaches and departures to and from airports with an air Coordination with the Aircraft Noise traffic control unit and for flights in accor- Commission dance with Standard Instrument Departure, Planned approach or departure procedures (see § 33 (1) LuftVO). According to § 27c (1) are firstly presented to the local Aircraft LuftVG, air traffic control serves the safe, Noise Commission (FLK) and discussed orderly and expeditious handling of air there. The staffing of the Aircraft Noise traffic. Commission is set out in § 32b (4) LuftVG. The approval authority for the commercial Under § 1 (1) LuftVG, aircraft are free to use airport concerned – which for Munich Airport airspace «… insofar as use is not limited by is the Bavarian State Ministry for Housing, this Act, by legal provisions enacted to Construction and Transport (BayStMB) – implement this Act, by international law appoints the members. For the Aircraft applicable domestically, by legal acts of the Noise Commission for Munich Airport these European Union and legal provisions are representatives of the municipalities and enacted to implement these provisions». administrative districts affected by aircraft ¬¬ Strict national regulations and interna- noise in the vicinity of the Airport (as a rule tional standards and recommendations, of the mayors), representatives of the including the International Civil Aviation airlines, of the Airport operator and of the Organization (ICAO, a sub-organization of Bavarian State Ministry for the Environment the United Nations), must fundamentally and Consumer Protection (BayStMUV) and be taken into consideration when planning BayStMB. The Commission is entitled to k NIROS flight procedures. The approach and propose measures to protect the public k Standard Instrument Departure departure procedures («flight routes») from aircraft noise or reduce air pollution see Glossary pp 36-37 are consequently «tailored» to every by aircraft in the area of the airport to the 17

Planning flight procedures 4 cities 18 municipalities Bavarian State 6 districts Bavarian State Ministry for Ministry for the Housing, Construc­ Environment and tion and Transport Consumer (guest) Protection

Flughafen COMPOSITION Deutsche München GmbH OF THE MUNICH Lufthansa AG AIRCRAFT NOISE COMMISSION Bundes­ Federal Supervi­ vereinigung sory Authority for Subjects: gegen Air Navigation flight procedures, Fluglärm e. V. Services (BAF) night flights, (guest) Deutsche exposure to aircraft noise, Flugsicherung Chamber of Industry traffic development, GmbH (required and Crafts for air pollution measurements participant) Munich and Upper etc. Bavaria

approval authority, the BAF and the DFS. If against aircraft noise, the BAF refers it to § Legal clauses these institutions consider the proposed the UBA for examination. The BAF finally see Legal requirements pp 32-34 measures to be unsuitable or impracticable, lays down the flight procedure as a legal they inform the Commission, giving reasons regulation on the basis of a comprehensive (see § 32b (3) LuftVG). This provides a full impact assessment, taking the positions of explanation if proposals cannot be imple- the UBA and Aircraft Noise Commission into mented. Residents have the opportunity consideration. through their local representatives to make suggestions on the issues being dealt with Once the examination of compliance with by the Aircraft Noise Commission. legal requirements has been conducted by the BMJV, flight procedures are announced Once the DFS has weighed up all proposals in the Federal Gazette and published in the and variants, it presents its result to the BAF. «Nachrichten für Luftfahrer» (Notices to If the flight procedure planning is of particu- Airmen), the official journal for aviation in lar importance for protecting the public the Federal Republic of Germany. 18 14 Aircraft noise monitoring 19

Aircraft noise monitoring

Comprehensive measurements ¬¬ Avoiding extraneous noise, for example § Legal clauses see Legal requirements from road traffic, agricultural traffic pp 32-34 Under § 19a LuftVG, airport operators are required to set up and continuously operate Three mobile monitoring points are also «equipment to measure and record the used at places where no information on noise levels of inbound and outbound exposure to aircraft noise is provided by aircraft at their airports and in surrounding stationary monitoring equipment. The use areas». of mobile monitoring points is a voluntary additional service provided by FMG and may k Flughafen München GmbH (FMG) currently be applied for by the Aircraft Noise Com- operates 16 stationary monitoring points mission and the communities affected by which, in agreement with the Aircraft Noise aircraft noise. Commission, are within a 20-kilometer radius of the Airport. The monitoring points Here too, the most modern environmental are mainly close to the publicized approach technology is deployed. One monitoring and departure routes or are near towns and point was fitted with a solar panel in spring villages affected by the aircraft noise, and 2019. A combination of photovoltaic and have been ideally situated to produce fuel cell supplies the station fully inde- meaningful results: pendently with electricity. As soon as the ¬¬ Close distance to publicized approach and solar system is unable to supply sufficient departure routes to register as many power (batteries are empty), the fuel cell noise events caused by overflying aircraft turns on automatically, supplying the as possible system with power and charging the ¬¬ Close to housing so as to correctly map batteries. k Flughafen München GmbH (FMG) the impact on the population see Glossary pp 36-37

ASENKOFEN

VIEHLASSMOOS GLASLERN PALLHAUSEN ATTACHING PULLING FAHRENZHAUSEN MASSENHAUSEN EITTING

ACHERING REISEN SCHWAIG

NEUFAHRN HALLBERGMOOS MINTRACHING BRANDSTADEL

Aircraft noise monitoring – sites of the Flughafen München GmbH stationary monitoring points 20 14

Quality-assured readings where very high levels of extraneous noise All FMG noise measurements meet the are superimposed on aircraft noise, so requirements in DIN 45643 «Measurement preventing a correct measurement of the and assessment of aircraft sound». Every aircraft noise. monitoring point and all meteorological components meet the highest electro­ Only after the following manual check and acoustic specifications and use sound correlation of each individual aircraft noise level meters rated precision class 1. Every event acoustic parameters such as the monitoring point is inspected daily to ensure k continuous sound level are calculated the aircraft noise monitoring equipment is and saved together with all acoustic and in full working order, with acoustic calibra- meteorological readings and indices for tion during an interim inspection every six subsequent evaluations. months. The measuring components are calibrated at prescribed intervals by an In addition to its use in general aircraft noise external and certified calibration laboratory. monitoring, this quality-assured data forms the basis for reports to the Aircraft Noise Each monitoring point records sound levels Commission, for the regularly published every second, thereby producing a noise emissions reports, for noise-related take-off level curve. Using aircraft noise parameters, and landing charge calculations and when aircraft noise events can be identified as responding to complaints about aircraft such, guaranteeing the greatest possible noise. number of measured aircraft movements or aircraft noise events. At the same time this Individual noise events and continuous method enables possible extraneous noise sound level to be filtered out. Two variables are used as a benchmark for noise disturbance: k individual noise events

The readings or aircraft noise events are Lp,AS,max and the continuous sound level Lp,A,eq,T NB: Only the continuous sound assigned to the flight movements causing each expressed in dB(A). level is used in assessments of all other modes of transport them. Since April 2002, DFS radar data has such as road or rail traffic. been used for the correlation, and this An individual noise event Lp,AS,max describes allows an extremely accurate assignment the maximum sound pressure level of a and high automatic correlation rate. noise event, for example produced by a To avoid distortions, there are checks for single passing or overhead plane. The

whether there were any prevailing extreme continuous sound level Lp,A,eq,T (frequently weather events during the measurement referred to as the average sound level) period (for example wind speeds > 10 m/s). indicates sound levels that vary over time Meteorological data is used here, which is using just one figure. The intensity and recorded by three monitoring points at the duration of each individual noise over a same time as the aircraft noise events. specific evaluation period is incorporated Because high wind speeds can distort the in the continuous sound level – with dispro- noise levels measured (the wind itself portionate intensity due to the logarithmic causes notable sound pressure levels on the principle. microphone at high wind speeds), the aircraft noise events recorded under these The equivalent continuous sound level k Continuous sound level k Individual noise event conditions are not taken into consideration Lp,A,eq,Fl,day and Lp,A,eq,Fl,night. are decisive when see Glossary pp 36-37 in the statistical analyses. This also occurs assessing aircraft noise. The ‘day’ assess- Aircraft noise monitoring 21

ment period covers the time from 6 a.m. to Following aircraft movements live 10 p.m., and the ‘night’ assessment period Current aircraft movements can be from 10 p.m. to 6 a.m. accessed with a delay of a few minutes on the FMG website. The model of aircraft, Transparent communication airline, the starting point or destination, of the readings altitude and the angle of approach or The measurement results are published in ascent are displayed. The map can be web reporting on the FMG website. In marked at a desired point to see the addition to the monthly measurement altitude of planes flying over it or the lateral reports for the 16 stationary monitoring clearance they have to the approach or points, this service also includes individual take-off line. Data from the aircraft noise reports from mobile measurements and monitoring points is likewise displayed with Further information can be further information on the distribution of the a click of the mouse. found using the following link: runways in use, route allocation, night flights www.munich-airport.com/ or model mix and annual comparisons of noise-protection-264207 aircraft noise trends. The results are presented at the meetings of the Aircraft Noise Commission which are held at least twice a year.

Air traffic Road traffic Continuous sound level/average sound level = 62 dB(A) Continuous sound level/average sound level = 62 dB(A) in dB(A) in dB(A)

90 90

80 80

70 70

60 60

50 50

40 40

30 30

Typical noise level curve for air and road traffic: equally high continuous sound levels can arise despite different progressions (noise breaks and higher individual noise levels for air traffic). 22 14

Bigger, more economical and quieter: The Airbus A350-900 is the most modern and environmentally friendly long-haul aircraft in the world. Lufthansa has stationed 15 of this model of aircraft at Munich Airport. Reducing aircraft noise 23

Reducing aircraft noise

Noise certification for aircraft In 2001, the ICAO agreed to tighten the The permitted noise emissions from aircraft exposure limits for civil subsonic jet aircraft are regulated internationally in Annex 16, and heavy propeller aircraft. A noise thresh- Volume I of the International Civil Aviation old was set that is 10 EPNdB below the total Organization (ICAO) aviation agreement. This of the three noise thresholds regulated in noise regulation contains detailed provisions Chapter 3 of ICAO Annex 16. The noise for measuring noise emissions and evaluat- thresholds apply from 1 January 2006 to the ing the results, as well as for granting noise approval of new models of aircraft. These approvals for aircraft. k ICAO Annex 16 is aircraft are designated Chapter 4 planes subdivided into various chapters dealing with because the noise regulations are stipulated the noise certification provisions and noise in Chapter 4 of ICAO Annex 16. Many aircraft limit values for different aircraft. The majority already fall below the Chapter 4 noise of civil subsonic jet aircraft currently in use thresholds at Munich Airport. are certified in accordance with Chapter 3. The provisions, instructions and procedures With the further developments in engine under ICAO Annex 16 have been transposed technology and changes to aircraft design, into German law by means of the «Noise a further reduction of around 10 EPNdB has regulations for aircraft (Lärmvorschriften already been achieved, and airlines increas- für Luftfahrzeuge – LVL)». ingly opt for this new and quieter engine technology when ordering new aircraft. Noise approval is granted according to a standardized procedure in which the noise emissions of the aircraft are measured at three defined monitoring points during a k ICAO-Annex 16 flyover. see Glossary pp 36-37 24 14

New models of aircraft at Munich Airport which already fall below the Chapter 4 limit value by more than 10 EPNdB

Falling below the Chapter 4 Model of aircraft Aircraft movements in 2018 limit value by EPNdB Airbus 350-900 -22 7,029 Airbus A320neo -20 2,090 Boeing 787-9 -19 1,458

This also complies with the objectives of the external noise (a noise reduction of EU’s ACARE-Council (Advisory Council for 10 dB[A]). The aim of the EU «Flight Path Aeronautic Research in Europe) which in its 2050» is to reduce noise emissions by Vision 2020 aims to halve the perception of 65 percent by 2050.

Reducing the maximum noise level

Through the deployment of 382,000 377,000 380,000 quiet models of aircraft, the 413,500 number of high individual 394,000 405,000 1,335 noise events with Lp,AS,max > 85 dB(A) has decreased in the past five years despite increasing aircraft movement figures. 1,000

838 798

755 617

2013 2014 2015 2016 2017 2018

Aircraft movements Maximum noise level Reducing aircraft noise 25

Bonus list Only night airmail and calibration flights by The former Federal Ministry for Transport, the DFS are permitted during the so-called Building and Urban Development (BMVBS) core period (from midnight to 5 a.m.). The devised the so-called list procedure to only exceptions to this are emergency and aid differentiate charges for Chapter 3 aircraft relief flights, landings essential for reasons of under ICAO Annex 16. According to this flight safety and flights for which special procedure that is based on current noise dispensations have been granted by Bavaria’s measurements for the airports, models of Ministry of the Interior (BayStMI) or the aircraft that are particularly quiet during aviation supervisory authority to avoid major take-off and landing are incorporated in disruptions in air traffic or for other reasons the «bonus list». of special public interest.

Emissions-related take-off In the marginal night hours (from 10 p.m. to and landing charges midnight and from 5 – 6 a.m.), flights are only Munich Airport influences the aircraft permitted by aircraft that are set out in the deployed through the use of noise differenti- «bonus list» of the Federal Ministry of the ated landing charges. Airlines using quiet BMVBS. This excludes delayed flight move- aircraft benefit from a graduated, widely ments or early landings of aircraft with noise differing charge system. The noise charge is certifications that at least correspond to the determined using fixed noise classes based requirements in ICAO Chapter 3. on the average noise level during landing and take-off. The flight movements must also meet one of the following approval criteria: The noise-related take-off and landing ¬¬Scheduled aircraft movements in regular charges can be eight times as high for a and charter transport (maximum of 28 per loud model of aircraft as for a quiet one. night) At the start of 2009, FMG increased this ¬¬Flights by airlines that maintain a part of the charge by 60 percent, thereby home base in Munich creating a further economic incentive for ¬¬Aircraft which on average do not generate airlines to deploy modern and quiet planes. any individual noise events louder than 75 dB(A) at the noise monitoring points Strict regulations for night flights near Munich Airport The regulations governing night flight traffic ¬¬Training and practice flights at Munich Airport were changed in March 2001 by an amendment to the aviation law permit issued by the District Government of Upper Bavaria (ROB). 26 14

Night flight operations at Munich Airport are Commission. This also ensures that the furthermore only permitted where the correct implementation of the night flight aircraft noise generated by all night flights regulation and the development of night does not exceed a fixed annual noise quota. flight operations is transparent and under- standable for the general public. The use of quieter aircraft therefore permits a larger number of night-time flight move- Passive noise protection measures ments, while only fewer aircraft movements When opening Munich Airport, FMG imple- are possible when louder aircraft are used. mented an extensive noise protection Moreover, the equivalent continuous noise program. When the regulations governing

level Leq calculated during the average night night flights were amended on 23 March of a calendar year at the intersections of 2001, the night protection area was expanded flight paths with the boundary of the once more, and a combined day and night combined day and night protection zone protection area designated with the existing must not exceed 50 dB(A). Compliance with daytime protection area. People living in this the noise quota and continuous sound level area had the opportunity to assert claims for must be demonstrated annually to the noise protection in living rooms and bed- aviation authorities and the Aircraft Noise rooms. FMG has carried out considerable

Summary of the night flight regulations at Munich Airport in accordance with Change Authorization Number A.I. dated 23.3.2001

22.00 23.00 0.00 01.00 02.00 03.00 04.00 05.00 06.00 Time T 1.1.1 Up to 28 scheduled aircraft movements L

Delayed landings and take-offs T 1.1.2 and early landings L T Intercontinental traffic L Main focus of servicing T 1.1.3 at Munich Airport Continental traffic (home base) L T Aircraft transfers L

Scheduled movements of aircraft whose average T 1.2 individual noise events do not exceed 75 dB(A) L

T criteria Noise quota, intersection 1.3 Mail and calibration flights by the DFS L T 1.4 Training and practice flights L

Exceptions: Restrictions in A.I.1 do not apply to 2.1 Relief flights during emergencies and disasters and when executing police duties T Take-off 2.2 Landings for meteorological, technical and other flight safety reasons L Landing 2.3 Flights authorized by BayStMB or the aviation supervisory authority for which special dispensations have permitted been granted to avoid substantial disruptions in air traffic or for other reasons of special public interest not permitted Reducing aircraft noise 27

noise protection measures to ensure that, as materials and a fast-running, highly efficient a rule, no individual noise events exceeding expansion system with very high bypass 55 dB(A) occur inside rooms where windows ratios. Two-shaft engines with high bypass are closed. Since then, FMG has installed ratio, referred to as LEAP engines (Lead- around 21,000 soundproof windows and ing-Edge-Aviation-Propulsion), are also some 20,000 fans. designed to reduce noise.

FMG has taken further measures in subse- A350: high-flyer from Airbus halves noise Facts about the Airbus A350-900 quent years to support citizens with the care The Airbus A350-900 is the most modern Length 66.8 m and upkeep of guaranteed noise protection and environmentally friendly long-haul Wingspan 64.8 m measures. In particular, as part of a voluntary aircraft in the world. It causes much lower Height 17.1 m service program FMG has serviced windows noise levels compared to its predecessor, or replaced misted insulated cast resin panes. the A340 – on take-off up to 7 dB(A) lower Speed 910 km/h Since 1992, FMG has invested a total of and on landing up to 3 dB(A) lower. The noise Range 15,000 km € 62 million in soundproofing. contour of the A350-900 is 40 to 50 percent smaller compared to the A340, and it has no Flight ban for loud aircraft level exceeding 85 dB(A) outside the airport. With the phasing out regulations (Directive This results in lower exposure to aircraft 92/14/EEC of 2 March 1992 – Limitation of noise in the airport surroundings. Thanks to the operation of Chapter 2 aircraft covered the most up-to-date engines and special by ICAO Annex 16), Chapter 2 aircraft have aircraft design, the A350-900 uses 50 been banned from operating since 1 April percent less kerosene in total and therefore

2002. Exceptions to this rule only apply to emits 50 percent less CO2. Lufthansa aircraft with a maximum take-off mass of stations 15 A350-900 long-haul planes at 34 tons or fewer than 19 seats. The BMVI its Munich hub. The Airbus A320neo, can also grant exceptions to airlines from currently the most efficient and quietest former Warsaw Pact states. aircraft for short and medium-haul routes, also serves Munich Airport. It is fitted with Engine technology with ever new findings the latest generation of engines that reduce Technologies currently being developed may fuel consumption by 15 percent. This is be expected to produce further advances in accompanied by reduced carbon dioxide future because reducing aircraft noise is also emissions and noise. a key concern and development objective for aircraft and engine manufacturers. This is not merely because certain noise reduction measures reduce kerosene consumption, but also because in recent years in particular there has been increasing political pressure to reduce aircraft noise. Technical measures to reduce aircraft noise are expensive, time-consuming and usually decided and implemented at an international level. One extremely successful approach is the geared turbofan, an aircraft engine which by isolating the fan and low-pressure turbine helps to considerably reduce noise. Future plans for further significant noise reductions include the use of temperature-resistant lightweight 28 14

Comparison of take-off footprint of the 75 dB(A) contours Chapter 2, Annex 16 model of aircraft (banned in the EU since in km 2002), e.g.: B737–200 1.5 First generation Chapter 3, 1.0 Annex 16 model of aircraft, 0.5 e.g.: MD80, B737–200 Hush Kit 0.0 Model of aircraft with current -0.5 Chapter 4, Annex 16 engines, -1.0 e.g.: A320, B737–800 -1.5 Modern models of aircraft -2.0 -2 -1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 with geared turbofan engines, e.g.: A320neo Start of take-off › km to start of take-off

Engine test facility minimizes noise impact Optimized flight procedures Engine test runs can be associated with high Continuous Descent Operations (also referred noise emissions. These are always necessary to as Continuous Descent Approach, CDA) when systems need to be checked and/or describes a flight procedure where the the performance of engines has to be tested aircraft descends with minimal engine power following maintenance work or if there are (ideally at idle thrust) and avoids horizontal any irregularities. Frequently the only time flight phases, which reduces fuel consump-

available for these inspections is at night. tion and CO2 emissions. A reduction in noise To enable tests to be conducted at that time, may also be anticipated in some areas. These FMG has erected a noise protection system flight procedures have also been published designed specifically for this. for Munich Airport.

Although the hangar is open to the east and Pre-conditioned air systems west, 20-centimeter-thick reinforced con- Pre-conditioned air systems (PCA) have crete walls, 10-centimeter thick acoustic been used at aircraft stands near the panels on the internal walls and ceiling as well building since 2016. These systems supply as its conical shape guarantee consistent aircraft with pre-conditioned air during the sound refraction. Despite a peak noise level ground handling process and replace the of more than 120 dB(A) inside the hangar, aircraft’s own auxiliary power units that had hardly anything can be heard beyond the been used previously. The new systems premises of the Airport. Just 1,400 meters substantially reduce exposure to noise on away, and therefore close to the nearest the apron. residential area, the exterior noise level does not exceed 55 dB(A). Reducing aircraft noise 29

Reducing noise at its source

Vortex generators Openings, gaps and grooves on the aircraft generate air turbulence during the flight, and these in turn lead to pressure fluctuations. This creates sounds similar to bubbles above the opening to a gas cylinder. Without vortex generator With vortex generator Vortex generators generate hori- zontal vortices that alter the airflow above the openings in a way that prevents these sounds occurring.

Artificial «shark's skin» Ribbed surface structures have better aerodynamics. Source: Lufthansa Technik 30

Wing tips: Winglets indirectly ensure less noise Aircraft are able to fly because different air pressure is generated above and beneath the wings, which results in air turbulence primarily on the wings. Ever since the 1970s, scientists have been working on reducing the resultant air resis- Conventional Bent tance, because the greater the air wing tips wing tips resistance, the more energy is Large wake Smaller wake = greater drag = less drag needed to fly. One solution to the = more thrust required = less thrust required problem is for the wing tips to be curved upwards. Engineers have dubbed these Winglets or Sharklets.

Without landing gear casing With landing gear casing

Less aircraft noise due to wind-protected landing gear Reducing aircraft noise 31

Front edge of the wings: droop nose for less noise Industry and research have also looked into how noise can be reduced on the slats. Slats are moving and normally concealed parts on the wings. They are extended during take-off and Wing cross-section landing to support the required lift when landing or braking action. A gap between the slats and the actual wings opens up and causes air turbulence – and thus noise. The German Aerospace Center (Deutsche Zentrum für Luft- and Raumfahrt – DLR) has further Wing cross-section developed the conventional, sepa- when landing rate slat to produce a kind of droop Conventional slats Droop nose nose on the wing. Getting rid of the gap that occurs when extending conventional slats considerably reduces turbulence and noise. The droop nose is now being used on the Airbus A380 and A350 XWB.

Conventional slats Droop nose Slats: brushes break up the air flow Wing cross-section The brush solution offers another when landing way to reduce noise on the slats. DLR researchers are now looking into how to minimize the air turbulence created when extending the slats. With the brush solution, the air no longer flows over an edge, but is divided into lots of small airflows by the hairs on the brushes. The scientists believe that aircraft

Conventional slats Slats with brushes noise can be reduced by 4 decibels in this way. 32 14

Legal requirements

Air Traffic Noise Act The principal content of the FluLärmG With the amended Air Traffic Noise Act concerns the following: (FluLärmG) which came into force on 31 ¬¬ Identifying protection zones October 2007 the legislator greatly improved – Daytime protection zone 1 the incorporation of legitimate noise – Daytime protection zone 2 protection interests of people living near – Night protection zone airports and fundamentally modernized ¬¬ Reimbursement of structural sound protection against aircraft noise. The law in insulation measures in daytime protection particular takes account of current findings zone 1 and in the night protection zone regarding the impact of noise and the ¬¬ Compensation for impairments to the relevant operating limits. A number of outdoor living area in daytime protection regulations in the Air Traffic Act concerning zone 1 aircraft noise abatement were also amended ¬¬ Bans on building and limitations on and advanced, principally guaranteeing structural use better information for those affected, greater consideration of noise protection An evaluation of the FluLärmG is currently matters and the relevance of the applicable being carried out, the legal basis for which FluLärmG aircraft noise protection thresh- was provided under § 2 (3) FluLärmG. olds when setting up noise protection areas According to this, the Federal Government is during aircraft noise related decisions. The required to report back to the German amendment to the law introduced applicable Bundestag by 2017 at the latest regarding a thresholds to define noise protection areas review of the key noise values when defining and, for the first time, a night protection the protection zones inside the noise zone for airports with relevant night flight abatement area, taking consideration of the operations. state of research into noise impact and of aeronautical engineering. According to § 1 FluLärmG, the purpose of the law is «to ensure there are structural EU-Environmental Noise Directive limitations and structural noise protection in Directive 2002/49/EC of the European the area of airports to protect the general Parliament and of the Council relating to the public and neighborhood from danger, major assessment and management of environ- disadvantages and major disturbance mental noise (Environmental Noise Direc- caused by aircraft noise». tive) was adopted on 25 June 2002. Environ- mental noise within the meaning of the Directive is caused principally by road, rail and air traffic and by industrial areas in conurbations. Legal requirements 33

Legal requirements In accordance with the EC Environmental I p 698), most recently amended by Article 2 Noise Directive, noise mapping was required (11) of the law dated 20 July 2917 (BGBl. I p to be drawn up for major conurbations on 2808; 2018 I 472)»: https://ec.europa.eu/jrc/en/ the busiest main roads and for the larger publication/common-noise- airports for the years 2007, 2012 and § 1 Air traffic Act (LuftVG) assessment-methods-europe- cnossos-eu-implementation- most recently 2017. Among other things it (1) The use of airspace by aircraft is free challenges-context-eu-noise- stipulates the identification of exposure insofar as use is not limited by this Act, by policy near airports with a traffic volume exceeding legal provisions enacted to implement this 50,000 movements per year and the Act, by international law applicable domes- presentation of data in the form of noise tically, by legal acts of the European Union mapping. and legal provisions enacted to implement these provisions. The Federal Ordinance on Strategic Noise Mapping (34th Federal Emissions Control § 19a Air traffic Act (LuftVG) Act – BImSchV) in conjunction with the Within a period determined by the approval «Provisional Calculation Methods for authority, operators of an airport or landing Environmental Noise at Airports (VBUF)» site within the meaning of § 4 (1) No. 1 and currently regulates the calculation details 2 Air Traffic Noise Act are required to set up and sets out the requirements for present- and continuously operate equipment to ing the exposure in the noise mapping. New, measure and record the noise levels of uniform EU-wide criteria will apply as from inbound and outbound aircraft at their the next mapping cycle, and in 2015 the EU airports and in surrounding areas. The Commission published new assessment measurement and evaluation results must methods to this end (Common Noise be communicated to the approval authority Assessment Methods in EU, CNOSSOS-EU). and the Commission pursuant to § 32b and Member states must apply these methods to other authorities if required to do so by from 31 December 2018. the approval authority and must be pub- lished periodically. The approval authority The Bavarian Environment Agency (LfU) is may grant exemptions where there is no responsible for mapping Munich Airport. The need to procure and operate equipment aim of the Directive is to define a pan-Euro- pursuant to Sentence 1. pean concept for evaluating and combatting environmental noise. It therefore obliges § 27c Air traffic Act (LuftVG) member states to record exposure to noise (1) Air traffic control serves the safe, orderly by means of noise mapping, to provide and expeditious handling of air traffic. public information using the noise mapping, to prepare plans for action in the event of § 29b Air traffic Act (LuftVG) problematic noise situations («noise hot (1) When operating aircraft in the air and on spots») with the participation of the public the ground, airport operators, aircraft (Munich Airport is not a hot spot of this kind) operators and pilots are required to prevent and to notify the EU Commission about the avoidable noise and where noise is necessary results of mapping and plan of action in to minimize the spread of unavoidable noise their territory. in order to protect the general public from danger, major disadvantages and major Statutory framework conditions disturbance caused by aircraft noise. Particu- Extracts from the German «Air Traffic Act in lar consideration must be paid to peace at the version published on 10 May 2007 (BGBl. nighttime. 34 14

(2) Aviation authorities and the air traffic airlines, local authority associations, noise control organization must work towards abatement and environmental associations, protecting the general public from unrea- the commissions pursuant to § 32b, aviation sonable aircraft noise. authorities as well as supreme aviation authorities appointed by the federal states § 32a Air traffic Act (LuftVG) and the Federal Environment Agency. (1) An Advisory Committee shall be estab- Membership is honorary. lished by the Federal Ministry for the Environment, Nature Conservation and § 32b Air traffic Act (LuftVG) Nuclear Safety and the Federal Ministry for (1) A commission to advise the approval Transport, Building and Urban Development authority and Federal Supervisory Authority that pursuant to this Act must be heard prior for Air Navigation Services and air traffic to the adoption of statutory ordinances and control organization shall be convened for general administrative provisions insofar as every passenger airport connected to airline these are aimed at protection against traffic and for which a noise protection area aircraft noise and against air pollution is to be specified in accordance with the Air caused by aircraft. The Advisory Committee Traffic Noise Act to advise on measures for may make recommendations for protection protection against aircraft noise and against against aircraft noise and against air air pollution caused by aircraft. If a new pollution caused by aircraft. The Advisory airport is planned, the commission shall be Committee should comprise representatives formed before initiating the approval of science, technology, airport operators and procedure.

¬ The noise indicators LDEN and LNight are used as measures of general nuisance and

sleep disturbance respectively. The LDEN level reflects emissions averaged over

24 hours and determined according to certain specifications from the DayL , LEvening

and LNight levels for the evaluation times day, evening and night.

¬ Noise maps are graphical and numerical representations of the existing exposure to noise in an area. These must be drawn up separately for each type of noise, i.e. for road, rail and air traffic.

¬ The noise maps for Munich Airport can be viewed on the website of the Bayerisches Landesamt für Umwelt. Appendix 35

Appendix

Contact information ROB, Southern Bavaria Aviation Office (Luftamt Südbayern) FMG The Aircraft Noise Abatement Officer for Further information can be found using the following link: A great deal of information about the Upper Bavaria, Lower Bavaria and Schwaben www.munich-airport.com/ subject of noise is available on the FMG at the ROB, Southern Bavaria Aviation Office noise-protection-264207 website. The monthly emissions reports can be contacted on +49 89 21 76-25 87. and a contact form can also be found there. The telephone number for complaints German Air Force (Luftwaffe) for about noise issues at Munich Airport is: military flight operations Luftwaffe +49 89 975-4 04 10. The Luftwaffe is responsible for questions concerning military flight operations: DFS website, in particular +49 800 8 62 07 30. k STANLY_Track The southern branch of the DFS Center Police (helicopter squadron) can be contacted if you have any questions The helicopter squadron for the Bavarian concerning «Flight procedures and riot squad can be contacted on the handling of air traffic» by calling +49 89 9 73 02-0. k STANLY_Track +49 89 9780-123 or -124. see Glossary pp 36-37 36

Glossary

Runway in use The runway in use (operating direction) Individual noise event An individual noise event Lp,AS,max (in accordance essentially depends on the current wind with DIN 45643-2011-02) is the maximum direction and wind speed, because aircraft sound pressure level of a noise event. This always take off and land against the wind. reading makes it possible to assess a route Internationally it is identified according to the in terms of the noise generated by different direction of the runway. For the parallel runway models of aircraft. system at Munich Airport there is operating direction 26 (which rounded off corresponds to Flughafen München FMG is the company that operates Munich 260 degrees on the compass rose and denotes GmbH (FMG) Airport. a westerly wind) and 08 (which rounded off corresponds to 80 degrees on the compass Foot British measurement used as standard rose and denotes an easterly wind). to describe altitude in global aviation. 1 foot (ft) = 0.3048 meters (m)

ICAO Annex 16 ICAO is the global organization for civil aviation Continuous sound Since both intensity and duration are and sets out provisions and standards for international aviation, for example noise level (Leq) considered when assessing noise, individual noise events occurring at a place over thresholds and measurement. These provisions a specific period are converted to a have been incorporated into ICAO regulations uniform noise throughout this period. The Annex 16. noise level determined in this way is the

equivalent continuous sound level Lp,A,eq,T (in Instrument landing The highly accurate instrument landing system accordance with DIN 45643-2011-02), which system (ILS) (ILS) guides pilots on approaching aircraft characterizes aircraft noise disturbance safely to the runway even when visibility is during an assessment period. poor. It uses horizontal and vertical beams, shown on the navigation display in the cockpit. Decibel The sound pressure level is physically The glide slope on the ILS is three degrees at measured and specified in decibels (dB). almost all major passenger airports. The rate The level is evaluated using an A filter which of descent depends on the aircraft speed. A takes account of the varying sensitivity of pointer instrument gives pilots information the human ear to high and low tones, hence throughout the final approach about whether dB(A). they are heading accurately towards the runway (course information) and descending Deutsche Flugsicherung The DFS is largely responsible for air at the ideal angle (glide slope information). GmbH (DFS) traffic control in Germany. The company headquarters of the DFS are in Langen, Hesse. Glossar 37

NIROS – NIROS simulates the departure of aircraft Noise Impact that use a flight management system (FMS) Reduction and on a standard departure route. The speeds Optimization during individual flight phases are used to System calculate how much time the aircraft requires to cross a certain spot on the ground, for example. This information is then used to calculate the duration of the noise at this spot. When calculating sound transmission and the resulting noise emission level, variable atmospheric properties may also be con- sidered. The noise emissions calculated by NIROS (Leq). are then weighted against the population density of the surface that the aircraft flies over to give a noise exposure parameter for each surface element. The surface elements or grid cells measure 100 x 100 meters. Integrating the exposure parameters produces an exposure factor for the area examined, referred to as the nuisance indicator.

Standard Instrument The standardized departure procedure routes Departures (SID) for aircraft based on instrument flight rules may also be defined using waypoints.

STANLY_Track STANLY_Track among other things allows the DFS to plot and display the course and altitude of approaches and departures based on standard instrument departures to or from German airports online. Radar data is only kept for 14 days. Flight paths can be downloaded for this period.

Transition to Final This refers to flight procedures that can Approach be assigned completely or in segments to approaches based on standard instrument departures. The routes in the transition procedure are defined by means of waypoints and based on satellite assisted navigation.

Source: http://www.dfs.de/dfs_homepage/en/ Air%20navigation%20services/Glossary/ Imprint

Published by Design If you have any questions or Flughafen München GmbH © SPARKS CONSULTING, Munich suggestions concerning P.O. Box 23 17 55 noise abatement, please contact: Photos and graphics 85326 Munich Flughafen München GmbH Felix Will www.munich-airport.de Head of Noise and Noise Protection Printers Person responsible [email protected] G. Peschke Druckerei GmbH Dr. Joseph Schwendner October 2019 Chief Representative and Senior Vice President Paper Corporate Division Legal, Compliance, Enviro Top Environmental Aff airs and Committee Support Production Hans-Joachim Bues Munich Airports aims to minimize its Senior Vice President Corporate Communication impact on the environment, and this also applies to its printed products. Technical Leadership This publication has been printed according Hermann Blomeyer to an ecologically effi cient standard. Vice President Environmental Aff airs Environmentally friendly inks, additives Text and paper, combined with ideal recyclability Group Environmental Unit – with excellent quality are components of Noise and Noise Protection Team the individual «formula» in this Airport printing standard. Editorial Offi ce Corporate communication / Corporate Media Imprint 40 14

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