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metres
on resulting certification noise levels.
9.1.2 The "integrated" method described in 9.4 shall be
used on flyover or approach under the following conditions:
metres
(feet)
Helicopter approach height. The height
of the helicopter above the approach
flight reference point.
a) when the amount of the adjustments (using the "simplified"
method) is greater than 8 dB on flyover, or 4 dB
on approach; or
Approach measurement distance. The
distance fio~n the intersection of the
approach path with the ground plane to
the approach flight path reference point.
metres
b) when the resulting final EPNL value on flyover or
approach (using the "simplified method) is within 1 dB
of the limited noise levels as prescribed in 3.4 of Part 11,
Chapter 3.
Approach flight track distance. The
distance over which the position of the
aircraft is to be recorded.
metres
Note.- See also Part II, Chapter 3, 3.7.6.
Measured nobe path. The distance from
the measured helicopter position Q to the
noise measurement position K.
metres
9.2 Flight profiles
Reference noise path. The distance from
the reference helicopter position Q, to the
reference noise measurement position K,.
metres
Note.- Flight profiles for both test and reference conditions
are described by their geometry relative to the ground,
APP 2-25 2411 1105
Annex 16 - Environmental Protection Volume Z
together with the associated aircrafi speed relative to the
ground, and the associated engine control parameter(s) used
for determining the noise emission of the aeroplane.
9.2.1 Take-off profile
Note.-- Figure A2-8 illustrates a typical take-offprofile.
a) The aeroplane begins the take-off roll at point A, lijis off
at point B and begins its first climb at constant angle at
point C. Where thrust or power (as appropriate) cutback
is used, it is started at point D and completed at point
E. From here the aeroplane begins a second climb at
constant angle up to point F, the end of the noise
certification take-offjlight path.
b) Position K, is the take-off noise measuring station and
AK, is the distancefiom start of roll to the flyover noise
measuring point. Position Kz is the lateral noise
measuring station located on a line parallel to and the
specified distance abeam the runway centre line where
the noise level during take-off is greatest.
c) The distance AF is the distance over which the aeroplane
position is measured and synchronized with the
noise measurements (see 2.3.2 of this appendix).
9.2.2 Approach profile
Note.- Figure A2-9 illustrates a typical approach projile.
a) The aeroplane begins its noise certzjication approach
flight path at point G and touches down on the runway
at point J, and at a distance OJfrom the threshold.
b) Position K3 is the approach noise measuring station and
K30 is the distancehm the approach noise measurement
point to the threshold
c) The distance GI is the distance over which the aeroplane
position is measured and synchronized with the noise
measurements (see 2.3.2 of this appendix).
The aeroplane reference point during approach measurements
shall be the ILS antenna.
9.3 "Simplified" method of adjustment
9.3.1 General
Note.- The "simplified" adjustment method consists of
applying adjustments to the EPNL calculated from the
measured data for the diferences between measured and
reference conditions at the moment of PNLTM
9.3.2 Adjustments to PNL and PNLT
Note 1.- The portions of the test flight path and the
rderence flight path which are significant for the EPNL calculation
are illustrated in Figure A2-10 for the flyover and
approach noise measurements.
a) XY represents the useful portion of the measuredflight
path, and XrYr that of the corresponding rderence flight
path.
b) Q represents the aeroplane position on the measured
flight path at which the noise was emitted and observed
as PNLTM at the noise measuring station K. Q, is the
corresponding position on the rejkrenceflight path and
K, the reference measuring station. QK and Q$, are
respectively the measured and refmnce noise propagation
paths, Q, being foundJiom the assumption that
QK and Q X form the same angle 0 with their
respective flight paths.
Note 2.- The portions of test flight path and reference
flight path which are significant for the EPNL calculation are
illustrated in Figures At-11 a) and b) for the lateral noise
measurements.
a) XY represents the useful portion of the measuredflight
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