Pt. 36, App. G

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

tracking, theodolite triangulation, or photographic scaling techniques.
(g) The following airplane information
must be reported:
(1) Type, model, and serial numbers (if any)
of airplanes, engines, and propellers;
(2) Any modifications or nonstandard
equipment likely to affect the noise characteristics of the airplane;
(3) Maximum certificated takeoff weight;
(4) For each test flight, airspeed and ambient temperature at the flyover altitude over
the measuring site determined by properly
calibrated instruments;
(5) For each test flight, engine performance parameters, such as manifold pressure
or power, propeller speed (rpm) and other relevant parameters. Each parameter must be
determined by properly calibrated instruments. For instance, propeller RPM must be
validated by an independent device accurate
to within Section1 percent, when the airplane is
equipped with a mechanical tachometer.
(6) Airspeed, position, and performance
data necessary to make the corrections required in section G36.201 of this appendix
must be recorded by an approved method
when the airplane is directly over the measuring site.

spaschal on DSK3GDR082PROD with CFR

Sec. G36.111 Flight Procedures.
(a) The noise measurement point is on the
extended centerline of the runway at a distance of 8200 ft (2500 m) from the start of
takeoff roll. The aircraft must pass over the
measurement point within Section10 degrees from
the vertical and within 20% of the reference
altitude. The flight test program shall be initiated at the maximum approved takeoff
weight and the weight shall be adjusted back
to this maximum weight after each hour of
flight time. Each flight test must be conducted at the speed for the best rate of climb
(Vy) Section5 knots (Section9 km/hour) indicated airspeed.
All test, measurement, and data correction
procedures must be approved by the FAA.
(b) The takeoff reference flight path must
be calculated for the following atmospheric
conditions:
(1) Sea level atmospheric pressure of 1013.25
mb (013.25 hPa);
(2) Ambient air temperature of 59 SectionF (15
SectionC);
(3) Relative humidity of 70 percent; and
(4) Zero wind.
(c) The takeoff reference flight path must
be calculated assuming the following two
segments:
(1) First segment.
(i) Takeoff power must be used from the
brake release point to the point at which the
height of 50 ft (15m) above the runway is
reached.

(ii) A constant takeoff configuration selected by the applicant must be maintained
through this segment.
(iii) The maximum weight of the airplane
at brake-release must be the maximum for
which noise certification is requested.
(iv) The length of this first segment must
correspond to the airworthiness approved
value for a takeoff on a level paved runway
(or the corresponding value for seaplanes).
(2) Second segment.
(i) The beginning of the second segment
corresponds to the end of the first segment.
(ii) The airplane must be in the climb configuration with landing gear up, if retractable, and flap setting corresponding to normal climb position throughout this second
segment.
(iii) The airplane speed must be the speed
for the best rate of climb (Vy).
(iv) For airplanes equipped with fixed pitch
propellers, takeoff power must be maintained throughout the second segment. For
airplanes equipped with variable pitch or
constant speed propellers, takeoff power and
rpm must be maintained throughout the second segment. If airworthiness limitations do
not allow the application of takeoff power
and rpm up to the reference point, then takeoff power and rpm must be maintained for as
long as is permitted by such limitations;
thereafter, maximum continuous power and
rpm must be maintained. Maximum time allowed at takeoff power under the airworthiness standards must be used in the second
segment. The reference height must be calculated assuming climb gradients appropriate to each power setting used.
PART C - DATA CORRECTIONS

Sec. G36.201 Corrections to Test Results.
(a) These corrections account for the effects of:
(1) Differences in atmospheric absorption
of sound between meteorological test conditions and reference conditions.
(2) Differences in the noise path length between the actual airplane flight path and the
reference flight path.
(3) The change in the helical tip Mach
number between test and reference conditions.
(4) The change in the engine power between
test and reference conditions.
(b) Atmospheric absorption correction is
required for noise data obtained when the
test conditions are outside those specified in
Figure G1. Noise data outside the applicable
range must be corrected to 59 F and 70 percent relative humidity by an FAA approved
method.

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