Passenger comfort and noise impact of UAM (Urban Air Mobility)
Conditions
Interventions
Group 1: Sub-study 1, piloting
Two presentations of a total of three sounds from an air taxi cab, each lasting approximately 12 minutes. The sounds presented do not reach a potentially harmful continu
Sponsors
DLR – Institut für Luft- und Raumfahrtmedizin
Eligibility
Sex/Gender
All
Age
18 Years to No maximum
Inclusion criteria
Inclusion criteria: - Availability of the signed declaration of consent to data protection, the subject contract, the data protection declaration for the conduct of the study and the subject consent form - Sufficient knowledge of the German language - normal hearing for their age
Exclusion criteria
Exclusion criteria: - Hearing loss in the audiogram: i.e. the hearing thresholds in the better ear are higher than the 10th percentile of the gender- and age-specific hearing thresholds in ISO 7029 (2017) - Wearing a hearing aid - Hearing disorders (tinnitus, sudden hearing loss within the last 10 years) - any medication with an influence on the examination parameters or consumption of stimulants and drugs with an influence on the examination parameters, e.g. drug consumption, increased alcohol consumption and nicotine consumption that does not allow abstinence for at least 10 hours - persons without legal capacity and persons with limited legal capacity - do not speak German - Presence of an acute illness that could impair the attempt and/or lead to infection of other persons
Design outcomes
Primary
| Measure | Time frame |
|---|---|
| Sub-study 1, piloting (arm 1): No hypothesis testing is carried out as part of the pilot, so there is no need to formulate endpoints. Sub-study 1, main trial (arm 2): The primary endpoint is the change in mean comfort rating in an untreated air cab cabin compared to a treated air cab cabin. Comfort is measured using a seman-tic differential. Here, 16 items with a 7-point scale are taken into account. A change is calculated using paired t-tests. A change of 0.2 to 0.5 scale points is expected. Sub-study 2 (arm 3): Endpoints: According to the primary hypothesis, the primary endpoint is the increasing perceived annoyance caused by air cabs on a scale of 0-10 with increasing number of noise events in a 25-minute scenario. The test subject is asked to imagine that they are at home in their living room with the window open. This is calculated using mixed linear models so that further factors (see there) can be included for the exploratory analyses. | — |
Secondary
| Measure | Time frame |
|---|---|
| Sub-study 1, piloting (arm 1): Exploratory research will be conducted to determine which variables besides noise can influence the perception of comfort, such as the presence of a seat neighbor, the cur-rent mood, the feeling of boredom, age, gender, expectations of Air Taxis or existing experiences with Air Taxis. Sub-study 1, main trial (arm 2): A key aspect of perceived comfort is the ability to communicate without being distur-bed. Interference can impair hearing and understanding as well as speech. In air cab cabins, the speech intelligibility of loudspeaker announcements during a flight is parti-cularly important, especially with regard to safety-related announcements. Accordingly, a possible change in speech intelligibility between an untreated and a treated air cab cabin is to be investigated. Personal factors that can have an influence on the comfort assessment, such as socio-demographics, mood, noise sensitivity, but also previous experiences with air cabs and attitudes towards air cabs, are also to be recorded. Sub-study 2 (arm 3): Exposure-effect relationships for different numbers of flights within a defined period of time are to be described for the largest possible area around the Vertiport, represented by the factor distance to the Vertiport. The aim is to investigate whether the perceived annoyance caused by air cabs decreases with increasing distance from the Vertiport. It will also be investigated whether the perceived annoyance caused by air cabs differs for arrivals and departures and for urban and rural background noise. In addition, it will be investigated whether the perceived annoyance, unpleasantness and threateningness differ for different air cab model types. | — |
Countries
Germany
Contacts
Public ContactSusanne Bartels
DLR – Institut für Luft- und Raumfahrtmedizin
Outcome results
None listed