Procedure for reducing noise
Every form of transport, be it road, rail or even "the air" entails a certain noise level, particularly in the third dimension. With a little thought and consideration, we as pilots can exert a considerable influence on the noise level ourselves. Please help us to do this.
Man has always dreamed of being able to glide at a great height like an eagle and to see the earth from above. Even though we are doing the same as the eagle, as pilots we do have two further advantages.
Safety: in the event of a breakdown, having enough time to analyse the problem and taking the necessary steps. Therefore, greater altitude means a higher degree of safety and a better chance of reaching an emergency landing strip and first and foremost, less noise.
Noise level: This decreases as square of the distance from the source of the noise. Therefore, if we fly at 4000 ft rather than 2000 ft from the ground, we are only making a quarter of the noise. Therefore ‘fly high’ for the good of everyone.
An Airport with air traffic control has the advantage that arrivals to and departures from the Airport can always be done using the most direct route. When starting in a westerly direction, i.e. 25, and with a destination in the east, a southerly outbound flight will bring the best result. No oncoming traffic through approaching aircraft and a reduction of emission levels at the Airport and in the turning area. Plan your approaches so that as direct or straight an exit as possible can take place while avoiding turning.
Flaps and landing gear settings
In automotive sport, driving techniques are used to achieve the maximum effect possible. When manoeuvring around bends brakes and the accelerator are used at the same time or full power is used to the next bend to then step on the brakes. We are aware that this leads to considerable wear of the brakes and high fuel consumption. Any energy that is built up has to be reduced again. If the delay is too great, this will have to be adjusted again by using yet more energy. We experience this interaction when deploying landing flaps or landing gear. Both cause resistance and require an increase in power. Therefore we operate the landing gear downwind abeam at the edge of the runway and not already in Biel or, in very windy conditions, on setting “one" or “two” and not “fully released”. With all these manipulations we need less power and therefore cause less noise. When making direct or straight approaches always consider where the abeam to the runway would be for "the flight path being processed” and only then configure your approach. In every case observe the regulations in your AFM aircraft handbook.
“Trips with the relatives”
Al these efforts to reduce the effects of noise can come to nothing in just a few seconds if the demon that we know is inside all of us gains the upper hand: demonstrate your "expertise” by FLYING LOW, AT CONSIDERABLE BANK ALTITUDE AND ENGINES SCREAMING. We know better and prefer to take these relatives on a sightseeing flight, allowing all parties to benefit. You simply do not need to fly at low altitude. You prove your expertise as a pilot by remaining professional and sensible.
Mr and Mrs Descent would like to land. Therefore “push ahead” and down they go. Passenger Küsslip practically has to pull in his feet, as the pilot is already flying at low altitude (2500 ft) over Oensingen. Several hundred residents are given a fright and are annoyed. This is easily resolved if the rule of “grandmother’s rate of descent” of 500 ft/min is used. When flying at 8000 ft and with a minimum altitude of 3500 ft at the point where you register to land, a descent of 4500 ft has to be flown. We therefore need nine minutes flying time if we are to use a flying speed of 120 kt, i.e. 2 NM/min. Therefore we need to start to dive before the reporting point. There is no stress and it is pleasant for all the passengers. And noise levels are also reduced. ”Ideal!”
Every start is an experience. Turn on the power and you’re off. Pick up speed and away into freedom. At high speed the peripheral velocity of the tip of propeller is close to the supersonic range. If you now ascend evenly with a fixed propeller aircraft, the forward motion causes additional speed that considerably increases the noise level. If we keep to the speed of ascent Vy (best rate of ascent) prescribed in the AFM, this provides an optimal situation even in terms of noise. For aircraft with adjustable propellers the speed remains the same even at different rates of ascent. What is important here is to make the first reduction in power as soon as possible after the start (safety first). Vy is also the optimal speed of ascent even for this category of aircraft. In this way the noise level can be reduced significantly and made more pleasant for us all. Follow the AFM flight manual here.
Keeping to the turns
Noise is often something that is seen rather than just heard. We often hear from residents: “Pilots should also keep to the rules; if we did that on the roads, we would have to pay a fine.” Do you notice something? Yes, correct, even if turns are not tracks, we do everything possible to fly the aerodrome circuit exactly, particularly to avoid the villages. Therefore only avoid making the turn for safety reasons. This is also being considerate. Please also pay attention to the information about critical areas and the remote points of reference that will help you to take off and make the turn. You will also see that approaches and departures from or towards the south must always be made via the outer base or the outer crosswind. And very expert pilots even calculate the wind, so that they are "blown" over the villages. Consideration squared. Thanks too, on behalf of the residents for the much-flown regional Airport with its 65,000 to 70,000 take-offs and landings each year.