Reference flight track noise measurement station Reference flight path Reference touchdown point +0.5° –0.5° Test window 20 m 20 m Reference flight track Helicopter height 150 m 10° 10° 120 m (394 ft) 1 140 m (3 748 ft) 6° 6° 6° + 0.5° 6° – 0.5° Figure 20. Flight boundaries for approach test condition
(3) Flight path guidance The helicopter has to fly within the 6° ± 0.5 approach angle range and within ±10 or ±65 ft (±20 m), whichever is greater, of the vertical above the reference flight track throughout the 10 dB-down period. Thus the helicopter has to fly within a “rectangular funnel” as illustrated in Figure 20. To ensure flight within these limits, positive guidance to the pilot will most likely be required. This guidance can take many different forms, varying from onboard instrumentation providing, for example, a box in which the pilot flies the aircraft, cross hairs where the pilot flies the helicopters at the center, or an external light guidance system such as a visual approach slope indicator (VASI) or pulsating light approach slope indicator (PLASI) located at or near the imaginary touchdown point where the 6 angle reaches the ground. The system chosen by the applicant should be approved by the FAA prior to testing.
(4) Flight path intercept H36.3(f) of part 36 specifies that each approach test run be continued to a normal touchdown. The noise data are taken during stabilized flight conditions within the 10 dB-down period and thus may not be impacted by the flare Page 151
or the final touchdown. Also, for flight safety reasons, it may not be desirable to continue the test run on a 6 profile to the ground. As a result an equivalent procedure may be used, subject to approval by the FAA, where the helicopter can break off from the descent after the second 10 dB-down point is reached. This can be completed without the need to actually land the helicopter, offering considerable savings in flight time, providing the other requirements are met.
(5) Wind direction Although part 36 does not specifically require that the test runs be conducted into the wind, this is advisable since it will provide a safer and more stable flight environment.
(6) Rotor speed guidance The comments on rotor speed guidance discussed in H36.3(c) and H36.101(b) of part 36 are equally applicable for approach noise testing.
(7) Other test requirements The comments on the height, flight airspeed variation and rotor speed measurements discussed in H36.3(d) & (e), H36.105(b), and H36.105(c) & (d) of part 36 are equally applicable for approach.
401(h)(12) Adjustments of PNL and PNLT GM §H36.205(f) [ETM GM A2 8.3.2]
(1) Units For calculations in SI units, the distances are measured in meters and (i) and (i)0, used in determining 1, are expressed in dB/100 m. In this case a constant factor of 0.01 is used for the first and second terms of the 1 adjustment. If the U.S. Customary (English) system of uni ts is used the distances are measured in feet and (i) and (i)0 are expressed in dB/1000 ft. In this case a constant factor of 0.001 is used for the first and second adjustment terms.
(2) Zero adjustment test window If the test conditions fall within the “zero attenuation adju stment window” shown in Fi gure 37of 402(c)(1), the sound attenuation adjustment for the effects of atmospheric absorption of the test data may be taken as zero subject to prior approval by the FAA (see 402(c)(1) for details).
401(h)(13) Duration adjustment to EPNL AMC §H36.205(g) [ETM AMC A2 8.3.4]
(1) Adjustment for flight path The distances associated with the PN LTM position used to calculate the ad justments under H36.205 of part 36 are used in the calculation of the first term of the 2 duration adjustment to EPNL.
Note.— If the test conditions fall within the window shown in Figure 37of 402(c)(1), the ratios of the reference and test slant distances for the propagation path adjustments in the first term of the adjustments to the duration correction may be replaced by the ratios of the reference and test distances to the helicopter when it is overhead the flight track noise measurement point (see 402(c)(1) for details).
(2) Adjustment for ground speed differences Page 152
The ground speed must not be confused with the actual airspeed used during the tests and will be a function of both the flight test airspeed and wind speed. The reference ground speed, VGr (based on the assumption of a zero wind condition) is, for takeoff an d approach, the horizont al component of the reference airspeed, V y (in true airspeed) defined in H36.103(b) and H36.107(b) of part 36 and, for flyover, the reference airspeed defined in H36.105(c) of part 36. For takeoff the reference ground speed V Gr is the reference airspeed V y times the cosine of the reference climb angle .
(3) Microphone height To make the necessary adjustments, the microphone height above the ground, 4 ft (1.2 m), is to be taken into account when calculating the sound propagation path fr om the position at which the PNLTM occurs, to the microphone.
Note.— For each noise measurement point during each test run, the PNLTM will normally occur at a different position on both the test and reference flight paths.
401(i) Adjustment of Airplane Flight Test Results §A36.9 [ETM 4.1.9] 401(i)(1) Adjustments to reference conditions GM §A36.9.1 [ETM GM A2 8.2]
(1) Adjustments to reference conditions Most noise certification tests are conducted during conditions other than reference conditions. During these tests the airplane may be at a different height over the microphone, or deviate laterally from the intended flight path.
The engine thrust (power), atmospheric conditions, airplane height and/or gross weight might also differ from reference conditions. Therefore, measured noise data sh ould be adjusted to reference conditions to determine whether compliance with the noise certification limits of Stage 3 or 4 or 5 of part 36 may be achieved. Adjustment procedures and analysis methods should be reviewed and approved by the FAA. The FAA should ensure that data adjustment and analysis methods that are proposed by applicants satisfy the requirements of part 36 and approved procedures. Any changes, including software revisions , firmware upgrades or instrumentation changes, are subject to review by the FAA before they can be used for noise certif ication evaluations. Program validation should be planned and the required information submitted to the FAA early in the certification cycle, since the time required for evaluation and approval may vary depending on the issues encountered.
(2) Non-positive SPLs Whenever non-positive one-third octave band aircraft noise levels are obtained, whether as part of the original one-third octave band analysis or as a result of adjustments for background noise, or other approved procedures, their values should be included in all relevant calculations. The practice of “band-dropping”, where masked levels are methodically set equal to zero, is not considered to be an acceptable substitute for reconstruction of masked levels as per the background noise adjustment guidance provided in 306(c). For any aircraft noise spectrum subject to adjustment to reference conditions, all one-third octave bands, including those containing masked levels or reconstructed levels, including values less than or equal to zero dB, should be adjusted for differences between test and reference conditions.
(3) High altitude test sites For test sites at or above 1200 ft (366 m), data must be adjusted to account for jet noise suppression due to the difference in the engine jet velocity and jet velocity sh ear effects resulting from the change in air density. This adjustment is described in 403(b)(3).
401(i)(1)(A) Origin of reference data GM §A36.9.1.1 [GM A2 8.2.1]
(1) Manufacturer’s data Adjustment of noise values from test to reference cond itions should be based on approved manufacturer’s data.
Manufacturer’s data should include:
a) reference flight profiles during takeoff with maximum gross weight;
b) flyover, lateral and approach engine thrust (power) or thrust settings at reference conditions;
c) engine cutback thrust (power) reduction requirements at reference flyover conditions;
d) data defining negative runway gradients (not applicable when an applicant uses flight path intercept techniques); and
e) reference airspeeds during flyover, latera l and approach tests at maximum gross weight.
401(i)(2) Takeoff configuration/profile GM §B36.7(b)/A36.9.2.1 [ETM GM A2 8.1.1.2]
(1) Takeoff tests The reference takeoff configuration selected by the applicant should be within the approved airworthiness certification envelope. Special flight crew procedures or aircraft operating procedures are not permitted.
(2) Takeoffs with thrust (power) reduction Figure 21 and Figure 22 illustrate an example of the effect of thrust (power) reduction on the PNLT time history and the associated flight path. After thrust (power) reduction a slight decr ease in the climb gradient may occur due to the thrust (power) lapse that results from increased height during the 10 dB-down period.
Flyover noise time-history with thrust (power) reduction 10 dB A Alone B Alone Time Spooldown Point of thrust (power) reduction Full power PNLT Figure 21. Takeoff noise time history Engine spool-down period Point of thrust (power) reduction Full take-off thrust (power) flight path Noise measurin g point Reduced thrust (power) flight path Figure 22. Takeoff flight path over flyover measuring point with thrust (power) reduction
(3) Full thrust (power) takeoffs Full thrust (power) takeoffs are also permitted as the reference flyover noise certification procedure and are a requirement for the lateral noise certification procedure. Maximum approved takeoff thrust (power) is to be used from the start-of-roll (see point A in Figure 23). Lift-off from the runway is at point B, after which the landing gear is retracted and flap positions adjusted. At point C, the stabilized climb angle and airspeed are achieved while maintaining full takeoff thrust (power). The airplane continues to climb until sufficiently past point F to ensure that the 10 dB-down time noise value is measured at point K. Between points C and F, the thrust (power), flight path and aircraft configurations are to be kept constant.
Test end PNLTM PNLTM Flight path Point C Point B Lift-off Brake release Point A Test start Microphone Point K Point M PNLTM – 10 dB PNLTM – 10 dB Point F 10 dB Time C F 10 dB-down period 21 325 ft (6 500 m) Altitude PNLT Figure 23. Normal full thrust (power) takeoff
(4) Flight path Figure 24 illustrates the envelope for flight path tolerance within which the flight crew should fly between points C and F. FAA have permitted a ±20 percent tolerance in overhead test height and a ±10° lateral tolerance relative to the extended runway centerline. Th ese tolerances permit the applicant to conduct testing during most wind conditions with minimal risk of retesting being required due to off-target flight paths. In conjunction with the climb gradient and approach angle, these flight path deviation limitations define the takeoff “flight path” through which the aircraft is to fly during and throughout the noise measurements (i.e., throughout the 10 dB-down period).
During flyover and lateral noise measurements, the extended centerline is not visible and it may be more difficult to conduct flight within the approved flight path, especially during conditions with anomalous winds aloft. Several methods have been devised to assist and provide direction to the flight crew in order to stay within the required flight path envelope. Indicators located in the airplane cockpit can provide flight path direction and indicate deviations from the extended runway centerline. Transmissions from the airplane position-indicating system (e.g., microwave position system, precision DMU or DGPS) can also provide useful inputs.
Overhead Beginning of test Allowable lateral deviation Extended runway Point M Point K Point C Point F Microphone location PNLTM – 10 dB Overhead test window End of test Flight path Allowable vertical deviation test target altitude PNLTM – 10 dB Figure 24. Takeoff flight path tolerances 401(i)(3) Takeoff test procedure AMC §A36.9.2.1(c) [ETM AMC A2 8.1.1.2]
(1) Target test conditions Target test conditions are established for each noise me asurement. These target conditions specify the flight procedure, aerodynamic configuration to be selected, airplane weight, engine thrust (power), airspeed and, at the closest point of approach to the noise measurement point, airplane height. Regarding choice of target airspeeds and variation in test weights, the possible combinations of these test elements may affect the airplane angle-ofattack or airplane height and, therefore, possibly the airplane noise generation or propagation geometry (see 402(a)(1)(ii)(A) for guidance on the choice of target airspeeds and variation in test weights).
(2) Flight test procedures Before the start of noise testing the FAA should approve flight path tolerances (see A36.9.2.1 of part 36). Except when takeoffs with thrust (power) reduction are being demonstrated, the engine thrust (power), airplane flight path and aerodynamic configuration should be kept constant between points C and F (see Figure 24) during each approved certification flight test.
(3) Invalid test data Noise measurements obtained when the airplane flies outside the approved flight path envelope between points C and F (see Figure 24) during a noise certification test are c onsidered invalid, and the noise measurement is to be repeated.
401(i)(4) Approach test configuration GM §A36.9.2.2/B36.7(c) [ETM GM A2 8.1.1.3]
(1) Approach tests Figure 25 depicts the reference approach flight test configuration for noise certification testing of airplanes. The approach angle (steady glide angle) for this condition is 3 0.5, and the target airplane height vertically above the noise measurement point is 394 ft (120 m). Maximum PNLT may occur before or after the approach noise Page 157
measurement point.
6 562 ft 10 dB-down period PNLTM –10 dB Touchdown Distance Point P Point N Point O Point J Point I Point H End of test Flight path Stabilized conditions PNLTM – 10 dB Point G Glide slope = 3° ± 0.5° Microphone Altitude Figure 25. Approach with full landing
(2) Flight path deviations Approved height and centerline deviations along the extended runway approach flight path (see Figure 26) define an approved flight path envelope within which the flight crew should fly between points G and I. In cases where the flight crew has a clear view of the airport runway during the approach, it is common for the crew to consistently fly within the approved flight path envelope. Therefore, the approved centerline and height deviations for approach conditions may be smaller than during takeoff conditions.
Allowable lateral deviation PNLTM – 10 dB PNLTM – 10 dB 10 dB-down period Microphone Point P Point N Point H Flight path Point I Point G Beginning of test Allowable altitude deviation Test target altitude = 394 ft End of test Point O Extended runway Figure 26. Approach flight path tolerances 401(i)(5) Approach test procedure AMC §B36.7(c) [ETM AMC A2 8.1.1.3]
(1) Target test conditions Target test conditions should be established for each noise measurement. These specify the selected aerodynamic configuration, system operation, airplane weight, flight procedure (such as complete landings or flight path intercepts) height, thrust (power) and airspeed during each noise measurement. The applicant is required to select the approved airworthiness configuration for the approach noise certification that produces the highest noise level (i.e., the most critical from the standpoint of noise). The airspeed requirement for subsonic jet airplanes is VREF + 10 kt (VREF +19 km/h)). This airspeed is kept constant, within 3.0 percent, throughout the 10 dB-down period (i.e., between points G and I in Figure 26). The airplane configuration (e.g., flap setting, air conditioning and/or APU system operation) is to remain constant during the noise measurement period. Airspeed variations are measured in terms of IAS as determined by the pilot’s airspeed indicator.
(2) Engine idle trim For engines where the idle trim may affect the inter-c ompressor bleed valve schedule during the approach condition, the engine in-flight idle trim should be adjusted to the highest engine speed setting permitted by the engine manufacturer and consistent with airworthiness requirements. The engine may also provide ground idle trim adjustment, but the trim that needs adjustment is that which is operable during flight. In-flight idle trim may be adjusted to improve engine acceleration characteristic s to satisfy airworthiness compliance. The higher idle trim will cause the highest engine speed, and hence idle thrust (power), which results in a greater airplane angleof-attack and will result in the loudest approach noise requi red for certification. The applicant is to make those adjustments necessary to satisfy the airworthiness regulations. This idle trim adjustment may affect the performance or evaluation of approach NPD testing.
(3) Internal compressor bleed adjustment The internal compressor bleed operation, sometimes referred to as the surge bleed valve (SBV) operation, should be adjusted within the engine manufacturer’s specification to represent reference conditions as closely as possible. Most Page 159
turbojet engines are equipped with internal compressor bleed systems. The internal compressor bleed operates to reduce the possibility of internal engine surges during rapid throttle movements. Some jet engines have overboard bleed systems that generate high noise levels. These systems normally operate above in-flight idle and do not present a problem unless the applicant chooses to prepare an NPD database and the thrust (power) settings higher than inflight idle. The applicant is responsible for substantiating that either the internal compressor bleed operation does not affect the reference EPNL values during noise certification reference conditions, or the data contains the effects of the internal compressor bleed operation.
(4) Invalid test data Noise measurements obtained when the aircraft flies outside the approved flight path envelope between points G and I are invalid, and the noise measurement must be repeated.
401(i)(6) Lateral noise measurement GM §B36.4(b) [ETM GM A2 8.1.1.1]
(1) Measured lateral noise levels Measured lateral noise levels may not be the same at symmetrical noise measurement points even when the data are adjusted for airplane position for flight directly over the extended runway centerline. This non-symmetrical nature of measured sideline noise is primarily attributable to the direction of engine or propeller rotation. Because of inlet shielding, jet-powered airplanes may exhibit 1 to 2 dB di fferences in lateral noise levels. Turbo-propeller-powered airplanes can exhibit differences in lateral noise levels in excess of 6 dB. Due to their inherent lateral noise asymmetry, B36.4(b) of part 36 specifies that, fo r propeller-driven airplane s, simultaneous measurements be made at each and every test noise measurement point at its symmetrical position on the opposite side of the flight track.
401(i)(7) Integrated procedure adjustment GM §A36.9.4 [GM A2 8.4]
(1) Integrated procedure adjustments Section A36.9.4 of part 36 provides details of an approved integrated adjustment method when the airplane is operated at stabilized flight path and thrust (power) conditions dur ing the noise measurement period. Measured and reference flight paths are illustrated in Figures A36-11 (a) and A36-11 (b) of part 36.
401(i)(8) Acoustic emission angles GM §A36.9.4.2 [GM A2 8.3.1.2]
(1) Acoustic e mission angles For the integrated method, each one-half-second noise data record will define a separate acoustic emission angle. This angle will then define the location of each data record along the reference flight path. The distance between consecutive data records along the reference flight path, divided by the reference path speed, provides the time interval between reference data records. The reference duration of each of these data records can be determined by obtaining the average of the two intervals between the adjacent data records. This may be different than 0.5 seconds. Section 403(a)(1)(iv) provides methods for time interval computations using the integrated method.
EQUIVALENT PROCEDURES INFORMATION [ETM 4.2] 402(a) Subsonic Jet Airplanes [ETM 4.2.1] Page 160 402
402(a)(1) Flight test procedures [ETM 4.2.1.1] The following methods have been used to provide equivalent results to the procedures for jet airplanes described in part 36.
402(a)(1)(A) Flig ht path intercepts [ETM 4.2.1.1.1] Flight path intercept procedures, in lieu of full takeoff and/or landing profiles described in A36.9.2.1 and A36.9.2.2 of part 36, have been used to meet the demonstration re quirements for noise certification. The intercept procedures have also been used in the implementation of the generalized flight test procedures described in 402(a)(1)(B). The use of intercepts eliminates the need for actual takeoffs and landings, with significant cost and operational advantages at high gross weight, and substantially reduces the test time required. Site selection problems are reduced, and the shorter test period provides a higher probability of stable meteor ological conditions during testing. Airplane wear and fuel consumption are reduced, while greater consistency and quality of noise data are obtained.
402(a)(1)(A)(i) For takeoff [ETM 4.2.1.1.1.1] Part a) of Figure 27 illustrates a typical takeoff profile. The airplane is initially stabilized in level flight at point A and continues to point B where takeoff power is selected an d a steady climb is initiated. The steady climb condition is achieved at point C, intercepting the reference takeoff flight path and continuing to the end of the noise certification takeoff flight path. Point D is the theoretical takeoff rotati on point used in establishing the reference flight path. If thrust (power) reduction is employed, point E is the point of application of thrust (power) reduction, and point F is the end of the noise certification takeoff flight path. The distance TN is the distance over which the position of the airplane is measured and synchronized with the noise measurement at point K.
402(a)(1)(A)(ii) For approach [ETM 4.2.1.1.1.2] The airplane usually follows the planned flight trajectory while maintaining a constant configuration and power until there is no influence on the noise levels within 10 dB of the PNLTM. The airplane then carries out a go-around rather than continuing the landing (see part b of Figure 27).
For the development of the NPD data for the approach case, the speed and approach angle constraints imposed by B36.3(c) and B36.7(c) of part 36 cannot be satisfied over the typical ranges of thrust (power) needed. For the approach case, a steady speed of VREF + 10 kt (VREF + 19 km/h) should be maintained to within ±5 kt (±9 km/h), and the height over the microphone should be 394 ± 100 ft (120 ± 30 m). Within these constraints the test approach angle at the test thrust (power) should be that resulting from the test aircra ft conditions (i.e., weight, configuration, speed and thrust (power)).
The flight profiles should be consistent with the test requirements of part 36 over a distance that corresponds at least to noise levels that are 10 dB below the PNLTM (i.e., throughout the 10 dB-down period) obtained at the measurement points during the demonstration.
a) Take-off intercept
b) Approach (break-off) Time Time Intercept flight path Normal Full power take-off C C E TD K N BA F F I 10 dB 10 dB 120 m Stabilized approach flight path Noise measuring point Normal touchdown Break-off path Break-off point beyond last 10 dB-down point PNLT PNLT Intercept point prior to10 dB-down point Figure 27. Flight path intercept procedures 402(a)(1)(B) Generalized flight test procedures [ETM 4.2.1.1.2] The following equivalent flight test procedures have been used for noise certification compliance demonstrations.
402(a)(1)(B)(i) For derivation of noise-power-distance (NPD) data [ETM 4.2.1.1.2.1] For a range of thrust (power) covering full takeoff and reduced thrust (power), the airplane is flown past lateral and under-flight-path microphones according to either the takeoff procedures defined in B36.7(b) of part 36 or, more typically, the equivalent flight path intercept procedures described above in 402(a)(1)(i) . Target test conditions are established for each sound meas urement. These target test conditions defi ne the flight procedure, the aerodynamic configuration to be selected, airplane weight, power, airspeed and the height at the closest point of approach to the measurement location. Regarding choice of target airspeeds and variation in test weights, the possible combinations of these test elements may affect the airplane angle-of-attack or airplane attitude and, therefore, possibly the airplane sound generation or propagation geometry.
The airplane angle-of-attack will remain approximately constant for all test weights if the tests are conducted at takeoff reference airspeed appropriate for each test weight. For example, if the appropriate takeoff reference airspeed for the Page 162