spaschal on DSK3GDR082PROD with CFR

Pt. 36, App. B

14 CFR Ch. I (1-1-19 Edition)

point where at least the following height
above runway level is reached. The takeoff
thrust/power used must be the maximum
available for normal operations given in the
performance section of the airplane flight
manual under the reference atmospheric
conditions given in section B36.7(a)(5).
(i) For Stage 1 airplanes and for Stage 2
airplanes that do not have jet engines with a
bypass ratio of 2 or more, the following
apply:
(A): For airplanes with more than three jet
engines - 700 feet (214 meters).
(B): For all other airplanes - 1,000 feet (305
meters).
(ii) For Stage 2 airplanes that have jet engines with a bypass ratio of 2 or more and for
Stage 3 airplanes, the following apply:
(A): For airplanes with more than three engines - 689 feet (210 meters).
(B): For airplanes with three engines - 853
feet (260 meters).
(C): For airplanes with fewer than three
engines - 984 feet (300 meters).
(2) Upon reaching the height specified in
paragraph (b)(1) of this section, airplane
thrust or power must not be reduced below
that required to maintain either of the following, whichever is greater:
(i) A climb gradient of 4 per cent; or
(ii) In the case of multi-engine airplanes,
level flight with one engine inoperative.
(3) For the purpose of determining the lateral noise level, the reference flight path
must be calculated using full takeoff power
throughout the test run without a reduction
in thrust or power. For tests conducted before August 7, 2002, a single reference flight
path that includes thrust cutback in accordance with paragraph (b)(2) of this section, is
an acceptable alternative in determining the
lateral noise level.
(4) The takeoff reference speed is the allengine operating takeoff climb speed selected by the applicant for use in normal operation; this speed must be at least V2 + 10kt
(V2 + 19km/h) but may not be greater than
V2 + 20kt (V2 + 37km/h). This speed must be
attained as soon as practicable after lift-off
and be maintained throughout the takeoff
noise certification test. For Concorde airplanes, the test day speeds and the acoustic
day reference speed are the minimum approved value of V2 + 35 knots, or the all-engines-operating speed at 35 feet, whichever
speed is greater as determined under the regulations constituting the type certification
basis of the airplane; this reference speed
may not exceed 250 knots. For all airplanes,
noise values measured at the test day speeds
must be corrected to the acoustic day reference speed.
(5) The takeoff configuration selected by
the applicant must be maintained constantly
throughout the takeoff reference procedure,
except that the landing gear may be retracted. Configuration means the center of

gravity position, and the status of the airplane systems that can affect airplane performance or noise. Examples include, the position of lift augmentation devices, whether
the APU is operating, and whether air bleeds
and engine power take-offs are operating;
(6) The weight of the airplane at the brake
release must be the maximum takeoff weight
at which the noise certification is requested,
which may result in an operating limitation
as specified in Section 36.1581(d); and
(7) The average engine is defined as the average of all the certification compliant engines used during the airplane flight tests,
up to and during certification, when operating within the limitations and according
to the procedures given in the Flight Manual. This will determine the relationship of
thrust/power to control parameters (e.g., N1
or EPR). Noise measurements made during
certification tests must be corrected using
this relationship.
(c) Approach reference procedure:
The approach reference flight path must be
calculated using the following:
(1) The airplane is stabilized and following
a 3Section glide path;
(2) For subsonic airplanes, a steady approach speed of Vref + 10 kts (Vref + 19 km/h)
with thrust and power stabilized must be established and maintained over the approach
measuring point. Vref is the reference landing
speed, which is defined as the speed of the
airplane, in a specified landing configuration, at the point where it descends through
the landing screen height in the determination of the landing distance for manual landings. For Concorde airplanes, a steady approach speed that is either the landing reference speed + 10 knots or the speed used in
establishing the approved landing distance
under the airworthiness regulations constituting the type certification basis of the airplane, whichever speed is greater. This speed
must be established and maintained over the
approach measuring point.
(3) The constant approach configuration
used in the airworthiness certification tests,
but with the landing gear down, must be
maintained throughout the approach reference procedure;
(4) The weight of the airplane at touchdown must be the maximum landing weight
permitted in the approach configuration defined in paragraph (c)(3) of this section at
which noise certification is requested, except
as provided in Section 36.1581(d) of this part; and
(5) The most critical configuration must be
used; this configuration is defined as that
which produces the highest noise level with
normal deployment of aerodynamic control
surfaces including lift and drag producing
devices, at the weight at which certification
is requested. This configuration includes all
those items listed in section A36.5.2.5 of appendix A of this part that contribute to the

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