Two different Statistical Energy Analysis (SEA) models of a single turbo-prop engine propeller aircraft have been developed to predict the interior and exterior noise levels. The commercial software VA One is used for the analysis. First model is a pure SEA model developed with ribbed plates on the aircraft exterior. Second model is a hybrid model which employs finite element (FE) modeling of aircraft components with low modal density. These models have been analyzed for three different flight conditions, namely, take-off, cruise and climb for three different damping loss factors in each condition. Wind tunnel measurements are used to estimate the turbulent boundary layer (TBL) information on the surface of the aircraft. Propeller noise together with TBL loading are then used as the excitation for the models. Flow paths of energy are identified and cabin interior noise levels are predicted for the developed models. Results of analyses are comparatively evaluated.

With increased exposure to transportation noise, there have been continued efforts to help insulate homes from aircraft noise. Current aircraft noise guidelines are based primarily on outdoor sound levels. As people spend the majority of their time indoors, however, human perception is evidently more related to indoor sound levels. Investigations are being made to provide further insight into how typical residential constructions affect indoor response. A pilot study has built a single-room "test house", according to typical construction for mixed-humid climate regions, and has directly measured outdoor-to-indoor transmission of sound - with specific focus on continuous commercial aircraft signatures. The results of this study are being used to validate and improve modelling software that simulates a wide range of construction types and configurations for other US climate regions. The improved models will allow for increased flexibility in simulating the impacts of acoustic and energy retrofits. Overall, the project intends to improve the ability to predict acoustic performance for typical US construction types as well as for any possible design alterations for sound insulation.

Este trabalho expõe e analisa resultados de medições acústicas de aeronaves; realizadas dentro da Área II do Plano Específico de Zoneamento de Ruído- PEZR. O plano restringe o uso do solo em decorrência das emissões sonoras, oriundas da movimentação das aeronaves para cada um dos 66 aeroportos brasileiros administrados pela INFRAERO. As medições acústicas foram realizadas entre segunda e sexta feira, no período diurno (entre 7 e 22 horas) registrando um total de 697 eventos sonoros aeronáuticos, gerados por 62 modelos diferentes de aeronaves. Os procedimentos de aquisição de dados atendem a ISO 3891 (Procedimentos para descrever o ruído aeronáutico percebido no solo), e o Guia de Monitoramento de Ruído Aeronáutico, Francês, elaborado pelo Serviço Técnico da Navegação Aérea- STNA. Com o uso de softwares, discriminaram-se os Eventos Aeronáuticos (passagem de aviões) do Ruído de Fundo. Assim, quantificou-se, com razoável precisão, o impacto sonoro causado por ruído aeronáutico e definiram-se os índices: L50 (Ruído de Fundo) e o índice L1 (Eventos Aeronáuticos). São apresentados os níveis de ruído (SEL, LMáx, LMín e Leq em dB (A)) e as análises espectrais (de 10 a 20.000 Hz, relacionados às curvas NCB, presentes na NBR 12314(ABNT, 1997)), para cada tipo de aeronave registrada. Verificou-se que o Fluxo Geral tem significativa influência nos níveis de ruído emitidos e deve ser levado em consideração nas abordagens de cunho acústico, para este aeródromo. Os níveis diários de exposição ao ruído aeronáutico não atendem aos níveis recomendados pela NBR 10151 (ABNT, 2000). Também foi verificado que, no caso de se utilizar o descritor LMáx (recomendado pelas instituições internacionais, consagradas, de aviação), os índices de isolamento acústico requeridos na NBR 8572 (ABNT, 1984), não atendem aos níveis de conforto acústico, dentro de edificações, estabelecidos pela NBR 10152 (ABNT, 1987), dependendo do tipo de procedimento (pouso ou decolagem) e aeronave analisada. / The present work presents and analyzes results of acoustic measurements of aircraft, carried out within Area II of the Specific Noise Zoning Plan (PEZR). This plan restricts the use of land as a result of sound emissions originated from aircraft movement for each one of the 66 Brazilian airports administered by INFRAERO. The acoustic measurements have been taken between Monday and Friday, in the day period (between 07:00 AM and 10:00 PM), registering a total of 697 aircraft sound events, caused by 62 different aircraft models. The data acquisition procedures meet ISO 3891 (Procedures for describing the aircraft noise perceived on land), and the French Aeronautic Noise Monitoring guidebook, elaborated by STNA – Air Navigation Technical Service. By using software, the “aircraft events” (flying by aircraft) were discriminated from the background noise. Thus, with a reasonable degree of precision, the sound impact caused by aircraft noise has been quantified, and the rates have been defined: L50 (background noise) and rate L1 (aircraft events). Noise levels are presented (SEL, Lmax, Lmin and Leq in dB(A)), and the spectral analyses (from 10 to 20,000 Hz), related to NCB curves present in NBR 12314 (ABNT, 1997) for each type of registered aircraft. It has been verified that the general flow has a significant influence on the levels of issued noise, and it must be taken into consideration in the acoustic area approaches, for this airport. The daily levels of exposure to aircraft noise do not meet the levels recommended by NBR 10151 (ABNT 2000a). It was also verified that if the Lmax describer is utilized (recommended by the international aviation institutions), the acoustic insulation levels required by NBR 8572 (ABNT, 1984), do not fully meet the levels of acoustic comfort inside buildings, as set by NBR 10152 (ABNT, 1987), according to the type of analyzed aircraft.

Este trabalho expõe e analisa resultados de medições acústicas de aeronaves; realizadas dentro da Área II do Plano Específico de Zoneamento de Ruído- PEZR. O plano restringe o uso do solo em decorrência das emissões sonoras, oriundas da movimentação das aeronaves para cada um dos 66 aeroportos brasileiros administrados pela INFRAERO. As medições acústicas foram realizadas entre segunda e sexta feira, no período diurno (entre 7 e 22 horas) registrando um total de 697 eventos sonoros aeronáuticos, gerados por 62 modelos diferentes de aeronaves. Os procedimentos de aquisição de dados atendem a ISO 3891 (Procedimentos para descrever o ruído aeronáutico percebido no solo), e o Guia de Monitoramento de Ruído Aeronáutico, Francês, elaborado pelo Serviço Técnico da Navegação Aérea- STNA. Com o uso de softwares, discriminaram-se os Eventos Aeronáuticos (passagem de aviões) do Ruído de Fundo. Assim, quantificou-se, com razoável precisão, o impacto sonoro causado por ruído aeronáutico e definiram-se os índices: L50 (Ruído de Fundo) e o índice L1 (Eventos Aeronáuticos). São apresentados os níveis de ruído (SEL, LMáx, LMín e Leq em dB (A)) e as análises espectrais (de 10 a 20.000 Hz, relacionados às curvas NCB, presentes na NBR 12314(ABNT, 1997)), para cada tipo de aeronave registrada. Verificou-se que o Fluxo Geral tem significativa influência nos níveis de ruído emitidos e deve ser levado em consideração nas abordagens de cunho acústico, para este aeródromo. Os níveis diários de exposição ao ruído aeronáutico não atendem aos níveis recomendados pela NBR 10151 (ABNT, 2000). Também foi verificado que, no caso de se utilizar o descritor LMáx (recomendado pelas instituições internacionais, consagradas, de aviação), os índices de isolamento acústico requeridos na NBR 8572 (ABNT, 1984), não atendem aos níveis de conforto acústico, dentro de edificações, estabelecidos pela NBR 10152 (ABNT, 1987), dependendo do tipo de procedimento (pouso ou decolagem) e aeronave analisada. / The present work presents and analyzes results of acoustic measurements of aircraft, carried out within Area II of the Specific Noise Zoning Plan (PEZR). This plan restricts the use of land as a result of sound emissions originated from aircraft movement for each one of the 66 Brazilian airports administered by INFRAERO. The acoustic measurements have been taken between Monday and Friday, in the day period (between 07:00 AM and 10:00 PM), registering a total of 697 aircraft sound events, caused by 62 different aircraft models. The data acquisition procedures meet ISO 3891 (Procedures for describing the aircraft noise perceived on land), and the French Aeronautic Noise Monitoring guidebook, elaborated by STNA – Air Navigation Technical Service. By using software, the “aircraft events” (flying by aircraft) were discriminated from the background noise. Thus, with a reasonable degree of precision, the sound impact caused by aircraft noise has been quantified, and the rates have been defined: L50 (background noise) and rate L1 (aircraft events). Noise levels are presented (SEL, Lmax, Lmin and Leq in dB(A)), and the spectral analyses (from 10 to 20,000 Hz), related to NCB curves present in NBR 12314 (ABNT, 1997) for each type of registered aircraft. It has been verified that the general flow has a significant influence on the levels of issued noise, and it must be taken into consideration in the acoustic area approaches, for this airport. The daily levels of exposure to aircraft noise do not meet the levels recommended by NBR 10151 (ABNT 2000a). It was also verified that if the Lmax describer is utilized (recommended by the international aviation institutions), the acoustic insulation levels required by NBR 8572 (ABNT, 1984), do not fully meet the levels of acoustic comfort inside buildings, as set by NBR 10152 (ABNT, 1987), according to the type of analyzed aircraft.

Este trabalho expõe e analisa resultados de medições acústicas de aeronaves; realizadas dentro da Área II do Plano Específico de Zoneamento de Ruído- PEZR. O plano restringe o uso do solo em decorrência das emissões sonoras, oriundas da movimentação das aeronaves para cada um dos 66 aeroportos brasileiros administrados pela INFRAERO. As medições acústicas foram realizadas entre segunda e sexta feira, no período diurno (entre 7 e 22 horas) registrando um total de 697 eventos sonoros aeronáuticos, gerados por 62 modelos diferentes de aeronaves. Os procedimentos de aquisição de dados atendem a ISO 3891 (Procedimentos para descrever o ruído aeronáutico percebido no solo), e o Guia de Monitoramento de Ruído Aeronáutico, Francês, elaborado pelo Serviço Técnico da Navegação Aérea- STNA. Com o uso de softwares, discriminaram-se os Eventos Aeronáuticos (passagem de aviões) do Ruído de Fundo. Assim, quantificou-se, com razoável precisão, o impacto sonoro causado por ruído aeronáutico e definiram-se os índices: L50 (Ruído de Fundo) e o índice L1 (Eventos Aeronáuticos). São apresentados os níveis de ruído (SEL, LMáx, LMín e Leq em dB (A)) e as análises espectrais (de 10 a 20.000 Hz, relacionados às curvas NCB, presentes na NBR 12314(ABNT, 1997)), para cada tipo de aeronave registrada. Verificou-se que o Fluxo Geral tem significativa influência nos níveis de ruído emitidos e deve ser levado em consideração nas abordagens de cunho acústico, para este aeródromo. Os níveis diários de exposição ao ruído aeronáutico não atendem aos níveis recomendados pela NBR 10151 (ABNT, 2000). Também foi verificado que, no caso de se utilizar o descritor LMáx (recomendado pelas instituições internacionais, consagradas, de aviação), os índices de isolamento acústico requeridos na NBR 8572 (ABNT, 1984), não atendem aos níveis de conforto acústico, dentro de edificações, estabelecidos pela NBR 10152 (ABNT, 1987), dependendo do tipo de procedimento (pouso ou decolagem) e aeronave analisada. / The present work presents and analyzes results of acoustic measurements of aircraft, carried out within Area II of the Specific Noise Zoning Plan (PEZR). This plan restricts the use of land as a result of sound emissions originated from aircraft movement for each one of the 66 Brazilian airports administered by INFRAERO. The acoustic measurements have been taken between Monday and Friday, in the day period (between 07:00 AM and 10:00 PM), registering a total of 697 aircraft sound events, caused by 62 different aircraft models. The data acquisition procedures meet ISO 3891 (Procedures for describing the aircraft noise perceived on land), and the French Aeronautic Noise Monitoring guidebook, elaborated by STNA – Air Navigation Technical Service. By using software, the “aircraft events” (flying by aircraft) were discriminated from the background noise. Thus, with a reasonable degree of precision, the sound impact caused by aircraft noise has been quantified, and the rates have been defined: L50 (background noise) and rate L1 (aircraft events). Noise levels are presented (SEL, Lmax, Lmin and Leq in dB(A)), and the spectral analyses (from 10 to 20,000 Hz), related to NCB curves present in NBR 12314 (ABNT, 1997) for each type of registered aircraft. It has been verified that the general flow has a significant influence on the levels of issued noise, and it must be taken into consideration in the acoustic area approaches, for this airport. The daily levels of exposure to aircraft noise do not meet the levels recommended by NBR 10151 (ABNT 2000a). It was also verified that if the Lmax describer is utilized (recommended by the international aviation institutions), the acoustic insulation levels required by NBR 8572 (ABNT, 1984), do not fully meet the levels of acoustic comfort inside buildings, as set by NBR 10152 (ABNT, 1987), according to the type of analyzed aircraft.

Within the overarching area of airplane noise, landing gear noise has been proven to be a major contributor to airframe noise. Despite a large focus given to it by past research work, landing gear noise investigations have continuously failed to include landing lights, completely disregarding their potential for seriously altering the landing gear wake structure and overall noise signature. This thesis is one of the first studies to focus on the effect of landing light orientation on landing gear wake and landing gear noise. Pressure fluctuations in the wake of a simplified single light landing gear model are investigated experimentally for several freestream velocities and at various elevations of measurement plane. The effect of the distance between the light and the landing gear strut is also investigated. Three-dimensional flow is found in the wake at the center, or zero elevation, plane. This three-dimensionality is found to be much weaker at the highest elevation from the light, where the wake is found to be primarily two-dimensional. The nature of the transition region between the three-dimensional flow and two-dimensional flow is not investigated, but it is acknowledged that a transition region exists. Complex flow behaviour leading to a wake width larger than twice the size of the light-strut assembly width is found to be present at the zero elevation, and phase-locked PIV imaging is unable to capture any periodic motion within the wake at this elevation. In contrast, the wake at the highest elevation is found to resemble the flow in the wake of circular cylinders, and phase-locked PIV imaging at this elevation clearly captures an alternate vortex shedding scheme. Due to this difference in wake structures, the periodicity at the highest elevation is found to be stronger than that observed at the zero elevation. Changes in light-strut spacing are found to inversely affect the strength of the periodicity in the wake, as larger spacing is linked to greater influence of three-dimensionality, and therefore a weaker periodicity. Changes in light-strut spacing are also found to be inversely related to the oscillation frequency of the periodicity, with the cause for this relationship possibly explained by the wider wake at increased spacing. It is found that the oscillation frequency of periodicity in the single light landing gear wake is consistently in the Strouhal number range of St=0.16-0.18 for all light-strut spacing distances, freestream velocities, and elevations. The flow around the light-strut assembly is therefore characterized as modulated flow around a cylindrical strut because alternate vortex shedding is dominant except for a slight region where the light acts to generate three-dimensionality, and because the oscillation frequency is near that of vortex shedding from a circular cylinder, St=0.19. The wakes of the single light landing gear and two-light landing gear models are compared, but neither design can be supported as quieter than the other at this time due to the unknown amount of vertical radiation from the landing gear wakes. / Thesis / Master of Applied Science (MASc)

Active structural acoustic control has previously been used to reduce low-frequency sound radiation from relatively simple laboratory structures. However, significant implementation issues have to be addressed before active control can be used on large, complex structures such as an aircraft fuselage. The purpose of this project is to extend decentralized structural control systems from individual bays to more realistic airframe structures. In addition, to make this investigation more applicable to industry, potential control strategies are evaluated using a realistic aft-cabin disturbance identified from flight test data. This work focuses on decentralized control, which implies that each control unit is designed and implemented independently. While decentralized control systems are relatively scalable, performance can be limited due to the destabilizing interaction between neighboring controllers. An in-depth study of this problem demonstrates that the modeling error introduced by neighboring controllers can be expressed as the product of the complementary sensitivity function of the neighboring control unit multiplied by a term that quantifies the diagonal dominance of the plant. This understanding can be used to improve existing control strategies. For instance, decentralized performance can often be improved by penalizing control effort at the zeros of the local control model. This stabilizes each control unit and reduces the modeling error induced on neighboring controllers. Additional analyses show that the performance of decentralized model-based control systems can be improved by augmenting the structural damping using robust, low-authority control strategies such as direct velocity feedback and positive position feedback. Increasing the structural damping can supplement the performance of the model-based control strategy and reduce the destabilizing interaction between neighboring control units. Instead of using low-authority controllers to stabilize the decentralized control system, another option is to modify the model-based design. Specifically, an iterative approach is developed and validated using real-time control experiments performed on a structural-acoustic system with poles close to the stability boundary, non-minimum phase zeros, and unmodeled dynamics. Experiments demonstrate that the iterative control strategy, which combines frequency-shaped linear quadratic Gaussian (LQG) control with loop transfer recovery (LTR), is capable of achieving 12dB peak reductions and a 3.6dB integrated reduction in radiated sound power from a rib-stiffened aluminum panel. / Ph. D.

Contexte : Le trafic aérien, en constante augmentation au cours de ces dernières décennies, n'est pas sans impact sur l'environnement et la population. En particulier, le bruit émis par les avions constitue une nuisance importante et un problème majeur de santé publique, notamment en termes de perturbations du sommeil. Pour autant, en France surtout, les conséquences de l'exposition au bruit des avions restent insuffisamment évaluées. Objectif : L'objectif de ce travail de thèse est de mieux connaître et de mieux quantifier les effets du bruit des avions sur la qualité du sommeil des riverains des aéroports en France, en distinguant qualité subjective et qualité objective. Méthodes : Pour répondre aux objectifs de cette thèse, nous avons utilisé les données recueillies dans un programme de recherche épidémiologique appelé DEBATS (Discussion sur les Effets du Bruit des Aéronefs Touchant la Santé). L'étude principale, dite « étude longitudinale », a inclus 1244 participants vivant à proximité de trois aéroports français d'importance : Paris-Charles de Gaulle, Lyon-Saint Exupéry et Toulouse-Blagnac. La qualité subjective du sommeil a été évaluée grâce à un questionnaire administré par des enquêteurs au domicile des sujets. Le niveau d'exposition au bruit des avions a été estimé à l'adresse du domicile de chaque participant à partir des cartes de bruit produites par la Direction Générale de l'Aviation Civile. Une étude complémentaire dite « étude sommeil » a permis d'évaluer la qualité objective du sommeil de 112 des 1244 participants à l'étude longitudinale grâce au port d'un actimètre pendant huit jours et d'un Actiheart (enregistreur de la fréquence cardiaque) pendant une nuit. Des mesures acoustiques ont été réalisées pendant ces huit jours en façade et à l'intérieur de la chambre à coucher des participants, afin de caractériser leur exposition au bruit des avions à l'aide d'indicateurs non seulement énergétiques (LAeq, LA90) mais aussi événementiels (nombre d'événements et niveau maximum de bruit de l'évènement ou LAmax). Résultats : L'analyse de « l'étude longitudinale » a permis de montrer une association entre l'exposition au bruit des avions la nuit (Lnight) et la qualité subjective du sommeil caractérisée par un risque de déclarer dormir moins de 6 heures par nuit (OR=1,63 pour 10 dB(A) ; IC 95% : 1,15-2,32) et de se sentir fatigué au réveil (OR=1,23 pour 10 dB(A) ; IC 95% : 1,00-1,54). Nous n'avons pas trouvé de relation significative avec les autres paramètres subjectifs de la qualité du sommeil rapportés par les sujets eux-mêmes, tels que le temps d'endormissement, les éveils nocturnes, la satisfaction du sommeil et la prise de médicaments pour dormir. Nous avons également montré une association entre l'exposition au bruit des avions et les paramètres objectifs de la qualité du sommeil avec une augmentation du temps d'endormissement et de la durée des éveils intra-sommeil, une diminution de l'efficacité du sommeil, mais aussi une augmentation du temps total de sommeil et du temps passé au lit (cette dernière pouvant être interprétée comme un mécanisme d'adaptation à la privation de sommeil). Les indicateurs énergétiques, mais plus encore les indicateurs liés aux événements de bruit, sont significativement associés aux paramètres objectifs de la qualité du sommeil. Par exemple, les événements de bruit d'avions détectés à l'intérieur de la chambre à coucher sont associés à une augmentation de la durée totale des éveils intra-sommeil supérieure à 30 minutes (OR=1,10 pour 10 événements ; IC 95% : 1,03-1,16). Enfin, nous avons observé une augmentation significative de l'amplitude de la fréquence cardiaque pendant un évènement sonore associé au passage d'un avion et le niveau maximum de bruit de cet évènement (LAmax) [etc...] / Background: Air traffic, in constant increase during the last decades, is not without impact on the environment and the population. Aircraft noise in particular represents a serious nuisance and a major issue for public health, particularly in terms of sleep disturbances. However, in France especially, the effects of aircraft noise exposure remain insufficiently evaluated. Objectives: The objective of this PhD is to better know and better quantify the effects of aircraft noise exposure on sleep quality in populations living near airports in France, while distinguishing subjective quality and objective quality. Methods: In order to meet the objectives of the PhD, we used the data collected in an epidemiological research program called DEBATS (Discussion on the Health Effects of Aircraft Noise). The main study, also called the “longitudinal study”, included 1,244 participants living near three French major airports: Paris-Charles de Gaulle, Lyon-Saint-Exupéry and Toulouse-Blagnac. The subjective quality of sleep was assessed using a questionnaire administered by interviewers at the place of residence of the participants. Aircraft noise levels were estimated at each participant's home address using noise maps produced by the French Civil Aviation Authority. A complementary, also called the “sleep study” allowed us to estimate the objective sleep quality of 112 of the 1,244 participants in the longitudinal study. These 112 participants have worn a wrist actigraph for eight nights and an Actiheart (heart rate recorder) for one night. Acoustic measurements were made during these eight days and nights, both inside the participants’ bedrooms and outside (at the exterior façade) in order to characterize their aircraft noise exposure using not only energy indicators (LAeq, LA90) but also events indicators (number of events and maximum level of an noise event or LAmax). Results: The “longitudinaly study” analysis showed an association between aircraft noise exposure during the night (Lnight) and the subjective quality of sleep characterized by a risk of reporting to sleep less than 6 hours per night (OR=1.63 for 10 dB(A); 95% CI: 1.15–2.32) and a risk of feeling tired while awakening in the morning (OR=1.23 for 10 dB(A); 95% CI: 1.00– 1.54). We did not find any significant relationship with the other subjective parameters of sleep quality reported by the subjects themselves, such as time to fall asleep, nocturnal awakenings, sleep satisfaction, and sleep medication intake. We also showed an association between aircraft noise exposure and the objective parameters of sleep quality with an increase in time of sleep onset and duration of wake after sleep onset, and a reduction in sleep efficiency. Aircraft noise exposure also increased total sleep time and time in bed (this could be a matter of behavioral adaption to sleep deprivation). The energy indicators, but more still events indicators, were significantly associated with the objective parameters of sleep quality. For example, aircraft noise events detected inside the bedroom were associated with an increase in total duration of wake after sleep onset greater than 30 minutes (OR=1.10 for 10 events; 95% CI: 1.03-1.16). Finally, we observed a significant increase in amplitude of heart rate during a noise event associated with the passage of an aircraft and the maximum noise level of this event (LAmax). Conclusions: These results, mostly similar to those obtained in the majority of studies in the international literature, confirm that exposure to aircraft noise can decrease both subjective and objective quality of sleep. They also contribute to support the hypothesis that acoustic events indicators could, better than energy indicators more widely used, characterize the effects of aircraft noise on sleep

Com o aumento do tráfego aéreo no aeroporto de Ribeirão Preto - SP e o conhecimento de várias reclamações sobre o incômodo sonoro junto ao Ministério Público é apresentada uma análise, através de simulação computacional, de como ficou as curvas de ruído deste aeródromo. O objetivo deste estudo foi verificar como a população, que está no seu entorno, é afetada pela operação das aeronaves e qual o percentual a ser encontrado após a simulação realizada com o programa INM (Integrated Noise Model). A simulação indicou que o aumento das operações no Aeroporto Leite Lopes SBRP não ocasionou um impacto maior na população afetada dentro da área definida pela curva de 65 dB(A), ficando este valor dentro de parâmetros aceitáveis pelas normas adotadas. A velocidade e a direção dos ventos locais contribuem para o aumento do impacto ambiental, sugerindo a necessidade de alterar as rotas das aeronaves conforme ocorrerem estas mudanças meteorológicas. O estudo indicou a necessidade de alteração das rotas de pouso e decolagem. Orientar os pilotos através dos controladores de voo que pousos e decolagens sejam efetuados pela cabeceira da pista 36 (trinta e seis), prolongando o eixo de decolagem em mais 2 milhas náuticas ou 2 km. Para mitigar o efeito do impacto produzido pelas operações das aeronaves no aeroporto, se faz necessário a realização de novos estudos para que possamos orientar o planejamento urbano do entorno utilizando novas rotas de voos com novos levantamentos de campo e simulações. / With increasing air traffic at the airport of Ribeirão Preto - SP and the knowledge of numerous complaints about noise nuisance with the Public Ministry, it is presented an analysis through computer simulation of how would be the noise curves of this airfield. The objective of this study was to determine how the population, which is in its surroundings, is affected by the operation of aircraft and what percentage to be found after the simulation performed with the program INM (Integrated Noise Model).The simulation indicated that the increase in operations in Leite Lopes Airport - SBRP did not cause increases in the affected population within the area defined by the curve 65 dB(A), with this value within acceptable parameters by the standards adopted. The speed and direction of local winds contribute to the increased environmental impact, suggesting the need to change the routes of aircraft as these weather changes occur. The study indicated the need for change in takeoff and landing routes. Guide the pilots through the flight controllers that takeoffs and landings are made by the end of the runway 36 (thirty six), extending the shaft off at over 2 nautical miles or 2 km. To mitigate the effect of the impact produced by aircraft operations at the airport, it is necessary to carry out further research so we can guide the planning of urban environment using new flight routes with new field surveys and simulations.

The development of major commercial airports promotes the air transport industry and generates positive economic benefits to the airport and to its host economy. However, external costs are associated with these benefits. Any increase in aircraft movement causes negative environmental impacts, especially noise pollution. Governments have reduced aircraft noise levels at their sources, or introduced aircraft noise management strategies (ANMS); however the problems have never been satisfactorily resolved. This research aims at developing a better understanding of the impacts of aircraft noise on community health and well-being by exploring two core research questions: (1) ???Is health related quality of life worse in communities chronically exposed to aircraft noise than in communities not exposed????; and (2) ???Does long-term aircraft noise exposure associate with adult high blood pressure level via noise stress as a mediating factor????. The Sydney (Kingsford Smith) Airport has been selected as a case study. The health survey instruments have been developed and piloted, and then translated from English into Greek and Arabic. A postal self-administrative health survey (with follow-up letters) has been implemented in the areas surrounding Sydney Airport (called ???aircraft noise exposure group???) and in the matched control group. The total sample size was 1,500 with 47% response rate. This thesis has developed a ???new??? noise index (named Noise Gap Index, NGI) to describe and assess aircraft noise in such a way that is easily understood by the layperson. Factorial analysis of covariance revealed that ???Health related quality of life, in term of physical functioning, general health, vitality, and mental health, of community chronically exposed to high aircraft noise level were worse than the matched control area???. Binary logistic regression analysis found that ???Subjects (aged 15 ??? 87) who have been chronically exposed to high aircraft noise level have the odds of 2.61 of having chronic noise stress. In addition person who have chronic noise stress have the odds of 2.74 of having hypertension compared with those without chronic noise stress???. Finally, the robust hypotheses of effects of aircraft noise on community health and well-being for future experimental study were proposed.