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aeroplane mode corwsponding to minimrcm engine
installed, marimum coiltiiiuoi~p~o wer (MCP) available
for sea level pwssuiv (1 013.25 hPo), 2S0 C ambient
mnditiom at the relevant marimurn certijicmeii moss;
and VM LY the marimum operating (MO) Iimir airspeed
tirot m qi ~oth e deli be rat el^. excwded.
Note 2.- The values of VCON and VMCP or Vw used
for noise ceti;fication should he quoted in the approved
flight manuol.
f) the reference take+ff path is defined as a straight Line
segment inclined from the stating point (500 m prior to
the centre noise measurement point and 20 m (65 f~)
above ground level) ai an angle defined by bet rate of
climb (BRC) and the best rate of climb speed corresponding
to the selected nacelle angle and for minimum 6A A@prarch reference procedure
specification engine performance.
The approach reference procedure should be enablished as
follows:
6.3 Overflight reference procedure
The overflight reference procedure should be established as
follows:
a) the tilt-mior aircraft should be stabilized in level flight
overhead the flight path reference point at a height of
150 m (492 ft);
b) a constant configuration selected by the applicant should
be maintained throughout the overflight reference
procedures;
c) the mas of the tilt-rotor aircraft should be the maximum
take-off mass at which noise cenificatim is requested;
d) in the VTOLlconversion mode, the nacelle angle at the
authorized fixed operation point that is closest to the
lowest nacelle angle certificated for zero airspeed. a
speed of 0.9VcoN and a rotor speed stabilized at the
rnaximurn nonnal operating rpm certificated for level
flight should be maintained throughout the overflight
reference procedure:
Nore.- For noise certijcmion purposes. Vm is
defined as tl7e maximum m~thorized speed for
VTOWcorlvetsion mode at a speciJc nacelle angle
a) the tilt-rotor aircraft should be stabilized and follow a
6.0 d e p approach path;
b) the approach should be in an airworthiness approved
configuration in which maximum noise occurs, at a
stabilized airspeed equal to the best rate of climb speed
comsponding to the nacelle angle, or the lowest
approved airspeed for the approach, whichever is the
greater, and w~thp ower stabiltzed during the approach
and over the flight path reference point. and continued to
a normal touchdown;
c) the approach should be made with the rotor speed stabilized
at the rnaximurn nonnal operating rprn certificated
for approach;
d) thc constant approach configwation uscd rn airworthiness
certification tests. with the landing gear extended,
should be marntained throughout the approach reference
procedure; and
e) the mass of the tilt-rotor aircraft at touchdown should be
the maxirnum landing rnass at which noise cenificatim
is requested.
e) in the aeroplane mode. the nacelles should be maintained
on the down-stop throughout the overflight reference 7. TEST PROCEDURES
procedure, with
7.1 Thc test procedures should bc acccptable to the
1) rotor speed stabilized at the rpm associated with ai'worthincss and noise Certificating authority of thc State
VTOUconversion modc and a sp~xd of 0.9Vm,; issuing the cerlificatc.
and
7.2 Thc test procedures amid noixc rneasurcrnents should
2) rotor speed stabili7.d at the normal cruise rpmn bc co~~duc~anedd processed in an approved mannrr to yicld
associated with the aeroplane mode and ai the rhc noisc evaluation measure dcsigrlalcd III Section 2.
7.3 Tcst condition< and pro~di~ressh ould he similar to
rcferrnce conditions and procedures or the acoustic data should
be adjusted, by the methods outlined in Appendix 2 far helicoptcrs,
to the reference conditions and pmedures specified in thrs
attachment.
7.4 Adjustrncnts for differences betwcen test and rcferencc
flieht procedures should not exceed:
a) for take-0R4.0 EPNdB, of which the arithmetic sum of
dclta 1 and the tern -7.5 log (QKig,%) from della 2
should not in total exceed 2.0 EPKdB; and
b) for overflight or approach 2.0 EPNdS.
7.5 During the test the average rotor rpm should not vary
korn the normal rnaxi~num operating rprn by more than k1.0
per cenh during the 10 dBdown time period.
7.6 The tilt-rotor aircraft airspeed should not vary from
the reference airsped appropriate to the flight demonstration
by more than *9 kmih (5 kt) throughout the 10 d0down time
period.
7.7 The numher of level overflights made with a headwind
component should be equal to [he number of level overtlights
made with a tailwind cornponenl
7.8 Thc tilt-rotor a i m h s hould fly w~thinA 10 degrees or
　
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