committee on aviation environmental protection (caep) - OBSA

International Civil Aviation OrganizationCAEP/8-WP/321/12/09WORKING PAPERCOMMITTEE ON AVIATION ENVIRONMENTAL PROTECTION (CAEP)EIGHTH MEETINGMontréal, 1 to 12 February 2010Agenda Item 4: Review of proposals relating to aircraft noiseREPORT OF WORKING GROUP 1(Presented by Rapporteurs of WG1)SUMMARYThis working paper contains the report of Working Group 1 (WG1, NoiseTechnical). The report describes the organization of the work and gives anoverview of the work programme performed on technical aircraft noisecertification issues.Action by the CAEP is in paragraph 3.1. INTRODUCTION1.1 Introduction1.1.1 The main aim of Working Group 1 (WG1, Noise Technical) is to keep ICAO noisecertification standards (Annex 16, Volume I) up to date and effective, while ensuring that the certificationprocedures are as simple and inexpensive as possible. The working group is composed of subject areaexperts from certificating authorities, manufacturers, airlines, and airport operators who have beennominated by their respective CAEP members and observers. The co-Rapporteurs are Mr W. Franken(EASA) and Ms R. Girvin (United States/FAA). Ms Girvin replaced Mr J. Skalecky (United States/FAA)as co-Rapporteur from the second Steering Group meeting in September 2008 onwards. The secretary ofWG1 is Mr J. Boettcher (EASA).1.2 Meetings1.2.1 WG1 has met seven times within the CAEP/8 cycle. Locations and attendance are listedin Appendix A.(78 pages)CAEP.8.WP.032.4.en.NEW.doc

CAEP/8-WP/32 - 2 -2. WORK PROGRAMME2.1 Background2.1.1 Detailed information about the organisation of the work programme of WG1 is providedin Appendix B.2.1.2 At CAEP/7 thirty work items (Projects N.01 - N.30) were assigned to WG1 for theCAEP/8 work cycle. In the course of this present CAEP cycle the Steering Group agreed to add two workitems to the WG1 programme (Projects N.31 and N.32), while other tasks were deleted (Projects 12.2,N.16.2, “selectable systems” within N.19, and N.20). In order to be most effective WG1 decided to dividethese projects into four groups:• Work items which need coordination only will be dealt with by the co-Rapporteurs;• Work items where all WG1 members and observers have to be involved (i.e., thatcover a wide range of products or that are of broad interest) were assigned to theplenary;• Supersonic transport and technology work items will be dealt with by the SupersonicTransport Task Group (SSTG) and the Technology Task Group (TTG),respectively; and• Very specific technical work items in most cases were assigned to ad-hoc groupswith normally no more than three to six technical experts actively involved. The adhocgroups report back with a proposal in writing to WG1.All final decisions have to be made by WG1 in a plenary session.2.1.3 This report of WG1 to CAEP/8 gives brief information on all work items describing thetask and giving information on the successful completion, as appropriate. Some work items, however, arecovered in detail in a separate working paper (e.g. Project N.24 “State-of-the-art analysis” is dealt with inCAEP/8-WP/33). Progress on work items supporting other working groups’ or task forces’ workprogramme may also be covered in working papers by those working groups or task forces.2.1.4 At the third Steering Group meeting in June 2009 WG1 presented proposals to revise textin the Environmental Technical Manual (ETM) and in Annex 16, Volume I. The ETM changes aredescribed in CAEP/8-WP/34. Appendix C contains the proposed amendments to Annex 16, Volume I.The background and reasons for proposed amendments are provided in Appendix D.2.2 WG1 CAEP/8 Work Items2.2.1 N.01: TIG coordination. Coordination with WG3 co-Rapporteurs on the WG1-WG3Technology Interdependencies Group was given special effort especially in the first half of the CAEP/8cycle.2.2.2 N.02: SST coordination. Coordination with WG3 co-Rapporteurs on supersonictransport items was given some effort during the CAEP/8 cycle.

- 3 -CAEP/8-WP/322.2.3 N.03: General WG coordination. Coordination with other working group Rapporteurswas an ongoing task during this CAEP cycle.2.2.4 N.04: Catch all. Different other technical issues were handled and added to the WG1work programme, as appropriate.2.2.5 N.05: Helicopter land use planning. Further guidance material for the ETM wasdeveloped (for details see CAEP-SG/20093-WP/23).2.2.6 N.06 to N.10: Supersonic Transport work items. Progress was made; the work of theSupersonic Transport Task Group is presented in CAEP/8-WP/35 and in CAEP/8-IP/26.2.2.7 N.11: Catch all interdependency questions: Advice on and assess noise relatedtechnical questions arising from inter-dependency work was given on several occasions by WG1.2.2.8 N.12.1: Stringency technical response. This work item was completed in December2008, when WG1 submitted to FESG an approach to account for noise-related costs associated with NOxstringency technology responses.2.2.9 N.13: Growth and replacement database. Concerning the ICAO Growth andReplacement database the work item was finalized at the second Steering Group meeting in September2008 (see paragraph 3.2 of CAEP-SG/20082-SD/2). Concerning the approval of the updated Best Practicedatabase this task was finalized in the course of the seventh WG1 meeting in September 2009.2.2.10 N.14: Monitor SAE atmospheric absorption work. Due to the stringency implications,incorporation of the new standard into Annex 16, Volume I has to be considered in conjunction withfuture stringency work. Therefore, this task remains open. WG1 will continue on monitoring the SAEwork.2.2.11 N.15: Investigate improvements within Annex 16, Volume I, Appendix 2. Severalareas of Appendix 2 of Annex 16, Volume I concerning the specifications and guidance for themeasurement and analysis of aircraft noise were improved by providing text for the Annex and for theETM (for details see CAEP-SG/20093-WP/23).2.2.12 N.16: Applicability language. Significant work was completed for the Annex 16,Volume I applicability language (for details see CAEP-SG/20093-WP/23 and paragraphs 2.4.3 and 2.4.4of CAEP-SG/20093-SD/4).2.2.13 N.17: Monitor SAE ARP 1846 work. This task was finalized in October 2007 (fordetails see paragraph 2.2.7 of CAEP-SG/20071-WP/6).2.2.14 N.18: CS-23 Take-off speed. Text for Chapter 3 of the Annex on the reference take-offspeed definition for Part/CS-23 jet aircraft was developed.2.2.15 N.19: Variable systems. Guidance material for the ETM for variable systems wasdeveloped (for details see CAEP-SG/20093-WP/23).2.2.16 N.21: New Environmental Technical Manual. With a significant effort thedevelopment of the new ETM was finalized. The new ETM was approved by the Steering Group at its

CAEP/8-WP/32 - 4 -third meeting (see paragraph 2.6.3 of CAEP-SG/20093-SD/4). This approval includes new text for theETM described elsewhere in this paper. For details see CAEP/8-WP/34.2.2.17 N.22: Chapter 10 acoustical change guidance. Acoustical change guidance for smallpropeller-driven aeroplanes under Chapter 10 of the Annex was developed for the ETM (for details seeCAEP-SG/20093-WP/23).2.2.18 N.23: Interpolation. Guidance for applicants and authorities on deriving certificatednoise levels by interpolation between already approved noise/mass values was developed for the ETM(for details see CAEP-SG/20093-WP/23).2.2.19 N.24: State of the art analysis. This work item was completed and details are providedin CAEP/8-WP/33.2.2.20 N.25 and N.26: NoisedB. During the CAEP/8 cycle the process for updating the ICAOnoise certification database (NoisedB) was continuously monitored. In addition NoisedB was updated andextended several times.2.2.21 N.27: Monitor research: This work item was completed and details are provided inCAEP/8-IP/27.2.2.22 N.28: Future technology assumptions. This work item was finalized in December 2008by confirming the preliminary trends of mid and long-term noise reduction technology prospects alreadyprovided to MODTF.2.2.23 N.29: Long Term Technology Goals: This work item was completed and details areprovided in CAEP/8-WP/9 and CAEP/8-IP/10.2.2.23.1 N.30: Consider TRL for goals and standard setting. This work item has beencompleted through the WG1 report at the first Steering Group meeting in November 2007 (CAEP-SG/20071-WP/06, Appendix D).2.2.24 N.31: Support WHO. WG1 was tasked to provide information on aviation metrics forsupport of WHO. This work item was finalized in March 2008 (for details see paragraph 2.2.10 of CAEP-SG/20082-WP/21).2.2.25 N.32: Lateral Noise. Text for the ETM on the determination of jet aircraft lateral noiseprocedures was developed (for details see CAEP-SG/20093-WP/23).3. ACTION BY THE CAEP3.1 The CAEP is invited to note the progress achieved and to approve the amendments toAnnex 16, Volume I as contained in Appendix C.— — — — — — — —

CAEP/8-WP/32Appendix AEnglish onlyAPPENDIX AWG1 PLENARY MEETINGS AND ATTENDANCEFirst Meeting, 29-30 March 2007Toulouse, FranceMr Dan ALLYN, Boeing (ICCAIA)Dr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault-Aviation (ICCAIA)Mr Ray BROWN, Delta Air Lines (IATA)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Alain DEPITRE, DGAC/SFACT.N (France)Mr Sean DONOHUE, Transport Canada (Canada)Mr Willem FRANKEN, EASA (EU)Mr Carlos Moacir GRANDI, Embraer (ICCAIA)Mr Cesar HESS, ANAC (Brazil)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Ebad JAHANGIR, P&W (ICCAIA)Mr Alain JOSELZON, Airbus (ICCAIA)Mr Jean-Luc KITTERY, F-DGAC (France)Mr Michel LAVERNHE, Air France (IATA)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Mr Dave LISTER, CAA UK (WG3)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Ted MCDONALD, Transport Canada (Canada)Mr Peter NEWTON, DTI (WG3/FESG)Mr Ken ORTH, Gulfstream consultant (ICCAIA)Mr Benny PANG, Bombardier (ICCAIA)Mr Guy READMAN, EASA (EU)Mr Jim SKALECKY, FAA/AEE-100 (US)Mr Bob SOLAIMANI, Boeing (ICCAIA)Mr Don WEIR, Honeywell (ICCAIA)Mr Sam WHITE, CAA (UK)Second Meeting, 16-18 October 2007Seattle, Washington, USDr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault Aviation (ICCAIA)Mr John BRIEGER, Bell Helicopter Textron (ICCAIA)Mr Ray BROWN, Delta Air Lines (IATA)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Yves COUSINEAU, Transport Canada (Canada)Mr Alain DEPITRE, DGAC/DCS/NO/NS (France)Mr Joe DIPARDO, FAA (FAA)Mr Charles ETTER, Gulfstream (ICCAIA)Mrs Laurie FISCHER, FAA/AEE-100 (US)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Carlos Moacir GRANDI, Embraer (ICCAIA)Mr Mark HUISING, Bombardier (ICCAIA)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Ebad JAHANGIR, P&W (ICCAIA)Dr Andrew KEMPTON, Rolls-Royce (ICCAIA)Dr Michelle R. KIRBY, GA Tech (US)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Xavier OH, ACI (ACI)Mr Ken ORTH, Gulfstream consultant (ICCAIA)Mr David READ, Volpe Center (US)Mr Guy READMAN, EASA (EU)Mr Jim SKALECKY,FAA/AEE-100 (US)Mr Bob SOLAIMANI, Boeing (ICCAIA)Mr Alberto Shiniti TAKEDA, ANAC (Brazil)Third Meeting, 12-13 March 2008Bordeaux, FranceMr Stephen ARROWSMITH, EASA (EU)Dr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault-Aviation (ICCAIA)Mr Jean-Michel BOITEUX, SNECMA (ICCAIA)Mr Gilles BOURGEOIS, Transport Canada (Canada)Mr Ray BROWN, Delta Air Lines (IATA)Mr François CHAUVIN, Air France (IATA)Mr Taras CHAYKA, Sukhoi Civil Aircraft (SCAC)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Alain DEPITRE, DGAC/SFACT.N (France)Mr Charles ETTER, Gulfstream (ICCAIA)Mr Chris EYERS, QinetiQ (UK)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Andrew KEMPTON, Rolls-Royce (ICCAIA)Mr Jean-Luc KITTERY, F-DGAC (France)Mr Eugène KORS, SNECMA (ICCAIA)Prof Leonardo LECCE, University of Naples (Italy)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Ken ORTH, Gulfstream consultant (ICCAIA)Mr Benny PANG, Bombardier (ICCAIA)Mr Jim SKALECKY, FAA/AEE-100 (US)Mr Bob SOLAIMANI, Boeing (ICCAIA)Mr Michael THACKER, Cessna Aircraft (ICCAIA)Mr Don WEIR, Honeywell (ICCAIA)

CAEP/8-WP/32Appendix A A-2Mr Jia YU, Goodrich Aerostructures (ICCAIA)Fourth Meeting, 21-23 May 2008Montréal, CanadaMs Celia ALVES RODRIGUES, ICAO (ICAO)Mr Stephen ARROWSMITH, EASA (EU)Dr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault Aviation (ICCAIA)Mr Gilles BOURGEOIS, Transport Canada (Canada)Mr John BRIEGER, Bell Helicopter Textron (ICCAIA)Mr Ray BROWN, Delta Air Lines (IATA)Mr François CHAUVIN, Air France (IATA)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Yves COUSINEAU, Transport Canada (Canada)Mr Alain DEPITRE, DGAC/SFACT.N (France)Dr Mohamed EL-HAKIM, CAA Egypt (Egypt)Mr Charles ETTER, Gulfstream (ICCAIA)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Carlos Moacir GRANDI, Embraer (ICCAIA)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Ebad JAHANGIR, Pratt&Whitney (ICCAIA)Dr Andrew KEMPTON, Rolls-Royce (ICCAIA)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Xavier OH, ACIMr Ken ORTH, Gulfstream consultant (ICCAIA)Mr Guy READMAN, EASA (EU)Mr Robert SOLAIMANI, Boeing (ICCAIA)Mr Alberto Shiniti TAKEDA, ANAC (Brazil)Mr Don WEIR, Honeywell (ICCAIA)Mr Birger WESTPHAL, LBA (Germany)Mr Jia YU, Goodrich Aerostructures (ICCAIA)Mr Scott TATRO, Los Angeles Worlds Apart (ACI)Mr Don WEIR, Honeywell (ICCAIA)Mr Sam WHITE, CAA (UK)Mr Jia YU, Goodrich Aerostructures (ICCAIA)Fifth Meeting, 11-14 November 2008Rome, ItalyMr Costas BALTAS, Pratt & Whitney (ICCAIA)Dr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault-Aviation (ICCAIA)Mr Gilles BOURGEOIS, Transport Canada (Canada)Mr François CHAUVIN, Air France (IATA)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Yves COUSINEAU, Transport Canada (Canada)Mr Alain DEPITRE, DGAC/SFACT.N (France)Mr Charles ETTER, Gulfstream (ICCAIA)Ms Laurie FISHER, FAA/AEE-100 (US)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Ebad JAHANGIR, CAEP (ICAO)Prof Leonardo LECCE, University of Naples (Italy)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Ken ORTH, Gulfstream consultant (ICCAIA)Mr Benny PANG, Bombardier (ICCAIA)Dr Antonio PAONESSA, Alena Aeronautica (Italy)Mr David READ, Volpe Center (US)Mr Guy READMAN, EASA (EU)Mr Frank SEPE, ENAC (Italy)Mr Bob SOLAIMANI, Boeing (ICCAIA)Mr Alberto Shiniti TAKEDA, ANAC (Brazil)Mr Don WEIR, Honeywell (ICCAIA)Mr Birger WESTPHAL, LBA (Germany)Mr Sam WHITE, CAA (UK)Mr Jia YU, Goodrich Aerostructures (ICCAIA)Mr Sam WHITE, CAA (UK)Mr Jia YU, Goodrich Aerostructures (ICCAIA)Sixth Meeting, 23-30 April 2009Paris, FranceDr Jan BOETTCHER, EASA (EU)Dr Joelle BONNET, Dassault-Aviation (ICCAIA)Mr Gilles BOURGEOIS, Transport Canada (Canada)Mr Raymond BROWN, Delta Airlines (IRTB)Mr François CHAUVIN, Air France (IATA)Mr Dominique COLLIN, SNECMA (ICCAIA)Mr Alain DEPITRE, DGAC/SFACT.N (France)Dr Mohamed ELHAKIM, CAEP (Egypt)Mr Charles ETTER, Gulfstream (ICCAIA)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Carlos GOMES, ANAC (Brazil)Mr Carlos GRANDI, Embraer (ICCAIA)Mr Hirokazu ISHII, Jaxa (Japan)Mr Eric JACOBS, Sikorsky (ICCAIA)Dr Ebad JAHANGIR, CAEP (ICAO)Dr Andrew KEMPTON, Rolls-Royce (ICCAIA)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr Benny PANG, Bombardier (ICCAIA)Mr Dave READ, Volpe Center (US)Mr Guy READMAN, EASA (EU)Mr Rino SCARSELLI, University of Naples (Italy)Mr Robert SOLAIMANI, Boeing (ICCAIA)Mr Alberto Shiniti TAKEDA, ANAC (Brazil)Mr Sam WHITE, CAA (UK)

A-3 CAEP/8-WP/32Appendix ASeventh Meeting, 8-11 September 2009Los Angeles, USAMr Costas BALTAS, Pratt & Whitney (ICCAIA)Dr Jan BOETTCHER, EASA (EU)Mr Ray BROWN, Delta Airlines (IATA)Mr Bruce CONZE, FAA (US)Mr Yves COUSINEAU, Transport Canada (Canada)Mr Alain DEPITRE, DGAC/SFACT.N (France)Mr Charles ETTER, Gulfstream (ICCAIA)Mr Willem FRANKEN, EASA (EU)Dr Raquel GIRVIN, FAA (US)Mr Carlos GOMES, ANAC (Brazil)Mr Norris HAIGHT, Boeing consultant (ICCAIA)Mr Eric JACOBS, Sikorsky (ICCAIA)Mr Pierre LEMPEREUR, Airbus (ICCAIA)Dr Muni MAJJIGI, GE Aircraft Engines (ICCAIA)Dr Mehmet MARSAN, FAA/AEE-100 (US)Mr. Ken ORTH, Gulfstream consultant (ICCAIA)Mr Benny PANG, Bombardier (ICCAIA)Mr David READ, Volpe Center (US)Mr Guy READMAN, EASA (EU)Mr Bob SOLAIMANI, Boeing (ICCAIA)Mr Alberto Shiniti TAKEDA, ANAC (Brazil)Mr Marcelo VERSANI, ANAC (Brazil)Mr Don WEIR, Honeywell (ICCAIA)Mr Sam WHITE, CAA (UK)Mr Jia YU, Goodrich Aerostructures (ICCAIA)— — — — — — — —

CAEP/8-WP/32Appendix BEnglish onlyAPPENDIX BWG1 CAEP/8 WORK PROGRAMMEProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.01 TIGcoordinationCoordinate with WG3 co-Rapporteurs on the WG1-WG3Technology InterdependenciesGroupA.1 (interdependencyknowledge)Co-RapporteursOngoingN.02 SSTcoordinationWG3Coordinate with WG3 co-Rapporteurs on programmeschedules for development of bothnoise and emissions SARPs forfuture supersonic aeroplanesA.1 (interdependencyknowledge),B.1 (SARPsand GM)Co-RapporteursOngoingN.03 General WGcoordinationCoordinate with other workinggroup Rapporteurs as necessaryCo-RapporteursOngoingN.04 Catch all Investigate any other technicalissues brought to the attention ofthe WG and if appropriate proposeto add these to the work program.Report toSG, proposework item, ifappropriatePlenary All WG1 Members As appropriateOngoing1 Steps are 0, 25, 50, 75 and 100% indicating the completion for WG1.

CAEP/8-WP/32Appendix B B-2ProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.05 Helicopter LUP Further develop and monitor theuse of guidelines for providinghelicopter data for LUP purposesB.1 (SARPsand GM)Report to SG(proposework item, ifconsideredjustified)Ad-hocGroupICCAIA (E. Jacobs,M. Gervais),France (A. Depitre -Focal Point),U.S. (S. Liu),EASA (M. Fischl)Last SGbeforeCAEP/8100N.06 SST standards Investigate adoption of currentsubsonic noise rules for supersonicstandards and makerecommendations as appropriateB.1 (SARPsand GM),G.1 (supersonic)Progressreport to SGor recommendationconcerningAnnex 16SARPSTask Group(SSTG)ICCAIA,U.S.,EASA,FranceLast SGbeforeCAEP/8100N.07 SSTmonitoringMonitor, and report on, status ofSST projects and expectations fortheir operation (nature, frequencyetc.)G.1 (supersonic)Report toCAEPTask Group(SSTG)ICCAIA,RFPs,U.S.,FranceCAEP/8 100N.08 Monitor BoomQuantificationResearchMonitor, and report on, research tocharacterize, quantify and measure(including metric) sonic boomsignatures, and their acceptabilityG.1 (supersonic)Technicalreport toCAEPTask Group(SSTG)ICCAIA,RFPs,U.S.,FranceCAEP/8 100N.09 Consider BoomStandardsAssess the extent of knowledge onsonic boom and decide if it isappropriate to consider draftingstandards for sonic boomB.1 (SARPsand GM),G.1 (supersonic)Recommendationto add(or not add)task to ToRto draftstandardTask Group(SSTG)All WG1 MembersLast SGbeforeCAEP/8100

B-3CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.10 Reassess SSTToRReassess Terms of Reference forwork on supersonic taskG.1 (supersonic)Proposal forrevised termsof referenceTask Group(SSTG)All WG1 MembersLast SGbeforeCAEP/8100N.11 Catch allinterdependencyquestionsProvide advice on and assess asnecessary any noise relatedtechnical questions that may arisefrom the inter-dependency workA.1 (interdependencyknowledge)Technicaladvice toTIG and/orotherworkinggroupsPlenaryEASA,ICCAIA,France,U.S.,IATA,CanadaAsrequestedOngoingN.12.1StringencytechnicalresponseProvide the necessary inputs toMODTF and FESG to integrateinterdependent technologyresponses and trade-offs into theCAEP benefit-cost modelling(C/H)A.1 (interdependencyknowledge)Input ontechnologyresponse toMODTF andFESGPlenaryItaly,US,IATA,ICCAIA,TIG15 Dec2008100N.12.2Evaluationinterdependencyassessmentmodels“Evaluate” the EnvironmentalDesign Space concept, theTechnology Evaluator and othercandidate systems as potential toolsto aid assessment of technologicalresponses and to identifytechnology trade-offsA.1 (interdependencyknowledge)ProgressreportPlenaryItaly,US,IATA,ICCAIA,TIGSGmeeting2007Withdrawn22 Withdrawn at the second CAEP Steering Group meeting in September 2008, since there are no models available for consideration in WG1 at this stage.

CAEP/8-WP/32Appendix B B-4ProjectNo.N.13 Growth andreplacementdatabaseN.14 Monitor SAEAtmosphericAbsorptionworkShort Title Description ICAOAssemblyTaskConsider how best to supportdevelopment of models used topopulate future fleets and thereplacement of retired aircraft. Inthis context review adequacy andupdate, if necessary, “Best practicedatabase” (bearing in mindpurpose, selection criteria,validation and coordination withemissions database)Monitor SAE work to update theatmospheric absorption procedureand assess the impact, including theeffect on stringency, of its adoptionin the Annex. Make anyrecommendation that may beappropriateN.15.1 TSPI Investigate improvements inguidance within Annex 16, Vol. I,Appendix 2, Section 2.3 on flightpath definitions, measurementinstrumentation and procedures,and TSPI data reduction andanalysisA.1 (interdependencyknowledge),B.1 (SARPsand GM)B.1 (SARPsand GM)B.1 (SARPsand GM)DeliverableAdvice onand providedata forfuture fleetcompositionforecasts andfor ProjectN.24RecommendationSARPsWG1 WorkMethodSupport(names/organization)Target(date)%complete 1Plenary All WG1 May 2008 100PlenaryAd-hocGroupICCAIA,France,U.S.,CanadaICCAIA(B. Solaimani,N. Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/8Last SGbeforeCAEP/82525

B-5CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.15.2EPNLcalculationInvestigate improvements inguidance within Annex 16, Vol. I,Appendix 2, Section 4 on thecalculation of EPNLB.1 (SARPsand GM)SARPsAd-hocGroupICCAIA(B. Solaimani,N. Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/8100N.15.3CorrectionmethodsInvestigate improvements inguidance within Annex 16, Vol. I,Appendix 2, Sections 8 and 9 onthe adjustment of aircraft noise datato reference conditions using thesimplified and integrated methodsB.1 (SARPsand GM)SARPsAd-hocGroupICCAIA(B. Solaimani,N. Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/8100N.15.4Symbols andunitsInvestigate improvements inguidance within Annex 16, Vol. I,Appendix 2, Section 6nomenclature: symbols and unitsB.1 (SARPsand GM)SARPsAd-hocGroupICCAIA(B. Solaimani,N. Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/825

CAEP/8-WP/32Appendix B B-6ProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.15.5AtmosphericlayeringInvestigate improvements inguidance within Annex 16, VolumeI, Appendix 2, Section 2 on themeasurement and characterizationof the effect of atmosphericabsorption on sound propagationB.1 (SARPsand GM)SARPsAd-hocGroupICCAIA(B. Solaimani,N. Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/8100N. 15.6 MiscellaneousissuesInvestigate improvements inguidance within Annex 16, VolumeI, Appendix 2, Section 2 formiscellaneous technical issues andeditorial errorsB.1 (SARPsand GM)SARPsAd-hocGroupICCAIA(B. Solaimani,N Haight,J. Brieger), U.S.(D. Read - FocalPoint, M. Marsan),EASA(G. Readman,M. Mitschke),France (B. Hamon)Last SGbeforeCAEP/8100N.16.1ApplicabilitylanguageClarify the intent of theapplicability language of Annex 16,in respect of the appropriateamendment level of Volume I andrevision of ETM (including theacceptability of equivalentprocedures) when applied to:a. Applications for TC approval tostates other than the state of design(after approval by State of Design);b. Applications for amended TCsB.1 (SARPsand GM)ReportconcerningrevisedSARPsPlenaryBrazil,U.S.,EASA,France,ICCAIALast SGbeforeCAEP/8100

B-7CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1(type design change) to State ofDesign and states other than theState of Design; andc. Applications for STCs to State ofDesign and states other than theState of Design.N.16.2ApplicabilitylanguageWith regard to all the aboveconsider the definition of “derivedversion” (particularly Note 1 andthe link with airworthinessregulations) [in the context ofcommonly used terms such as“major / minor modifications”, the“changed product rule” “acousticalchange”, and “supplemental typecertificates”].B.1 (SARPsand GM)ReportconcerningrevisedSARPsPlenaryBrazil,U.S.,EASA,France,ICCAIALast SGbeforeCAEP/8Withdrawn3N.16.3ApplicabilitylanguageTo ensure that applicabilitylanguage is appropriate to allchapters of the AnnexB.1 (SARPsand GM)ReportconcerningrevisedSARPsPlenaryBrazil, U.S.,EASA,France,ICCAIALast SGbeforeCAEP/8100N.17 Monitor SAEARP 1846workReview Aerospace RecommendedPractice-ARP1846, Measurementof Far Field from Gas TurbineEngines During Static Operation,identify deficiencies, and means ofresolution (e.g. WG1 or A-21)B.1 (SARPsand GM)Final draftPlenary(Ad-hocgroup isSAE)Brazil,ICCAIA,U.S.,EASAOct. 2007 1003 WG1 at the sixth meeting decided to withdraw this work item, since the proposed revisions related to Projects 16.1 and 16.3 make it no longer necessary to work onProject N.16.2. This decision was confirmed at the third Steering Group meeting in June 2009.

CAEP/8-WP/32Appendix B B-8ProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.18 CS-23 Take-offspeedInvestigate reference take-off speeddefinition Part/CS-23 jet aircraftB.1 (SARPsand GM)Annex 16SARPsAd-hocGroupCanada (TBD),EASA (M. Fischl),U.S. (J. Skalecky -Focal Point,B. Conze),ICCAIA(G. Hayward),France (B. Hamon),Brazil (C. Gomes,A. Takeda)Last SGbeforeCAEP/8100N.19 4 Variable Identify any changes to Annex 16that may be necessary to enable thecertification of variable systemsand to develop possiblesupplemental schemes to credittheir enhanced performance inoperationB.1 (SARPsand GM)Annex 16SARPsGeneral:Plenary.Technical:Ad-hocgroupPlenary: ICCAIA,U.S., France,EASA, ACI, IATA,Canada.Ad-hoc group:ICCAIA(B. Solaimani,E. Jacobs), U.S.(S. Liu - FocalPoint), France(A. Depitre), EASA(M. Fischl), IATA(R. Brown), Canada(Y. Cousineau)Last SGbeforeCAEP/81004 The original work item also included “selectable systems”. Selectable systems were withdrawn at the second CAEP Steering Group meeting in September 2008, sinceurgent need has disappeared and therefore no activities are envisaged at this stage.

B-9CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.20 Re-evaluationguidanceB.1 (SARPsand GM)ETMmaterialPlenaryU.S.,IATA,ICCAIA,France,CanadaLast SGbeforeCAEP/8Develop further guidance materialin case of new certification of anexisting aircraft making use ofdemonstration procedures not usedin the original certification oraircraft modification applications(including the use of engine derate)Withdrawn5N.21.1ConsolidateNew ETMComplete integration of texts andother information from approvedand available resources into draftsof New ETM Chapters consistentwith WG1 Approved Table ofContentsB.1 (SARPsand GM)Proposal fornew ETMAd-hocGroupEASA (G. Readman- Focal Point),ICCAIA(B. Solaimani,N. Haight, T. Pike),U.S. (D. Read),France (B. Hamon)Last SGbeforeCAEP/8100N.21.2Extend NewETMDevelop new material and revisionsto existing material for New ETMas considered necessary by WG1(including review and possible useof available Appendix H & Jmaterial developed for AC36-4).B.1 (SARPsand GM)Proposal fornew ETMAd-hocGroupEASA (G. Readman- Focal Point),ICCAIA(B. Solaimani,N. Haight,E. Jacobs)U.S. (D. Read),France (B. Hamon)Last SGbeforeCAEP/8100N.21.3PublicationNew ETMLiaise with ICAO Secretariat toexpedite publication of the NewETM.B.1 (SARPsand GM)Co-Rapporteurs31 Dec201050N.22 Chapter 10acousticalDevelop acoustical change analysisguidance for small propeller drivenB.1 (SARPsand GM)ETMmaterialAd-hocGroupEASA(M. Mitschke -Last SGbefore1005 Withdrawn at the second CAEP Steering Group meeting in September 2008, since neither any need nor any interest to further work on this work item is seen.

CAEP/8-WP/32Appendix B B-10ProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Focal Point),U.S. (M. Marsan),France (J. Kittery),ICCAIA (B. Pang),Canada(Y. Cousineau)Target(date)%complete 1changeguidanceaeroplanes under Chapter 10 thathave gone through a modificationsuch as a different blade countpropeller, weight change and/ordrag changeCAEP/8N.23 Interpolation Develop guidance for applicantsand authorities on derivingcertificated noise levels byinterpolation between alreadyapproved noise/mass valuesB.1 (SARPsand GM)ETMmaterialPlenaryCanada, ICCAIA,IATA,France,U.S.,BrazilLast SGbeforeCAEP/8100N.24 State of the artanalysisProvide a report to CAEP/8 on theresults of a review and analysis ofcertification noise levels forsubsonic jet and heavy propellerdrivenaeroplanes 6 to understandthe current state-of-the-art ofaircraft noise technologyB.1 (SARPsand GM)CAEP/8 100Report Plenary EASA,U.S. 7, 8France,IATA,ICCAIA,Italy,UK,N.25 MonitorNoisedBupdate processMonitor the process for updatingthe ICAO noise certificationdatabaseB.1 (SARPsand GM)ProposeimprovementsifappropriatePlenaryWG1, ICCAIA,IATA, France,EASA,U.S.At everySGOngoing6 The second CAEP Steering Group meeting decided to replace the original term used (“transport category jet aircraft”) by “subsonic jet and heavy propeller-drivenaeroplanes” to make it clear that all aircraft to be certificated according to Chapter 3 or 4 of Annex 16, Volume I are to be analysed.7 A drafting group has been established at the third WG 1 meeting in Bordeaux in March 2008. Members are from EASA (J. Boettcher - Focal Point), UK (S. White),France (A. Depitre), ICCAIA (B. Solaimani, P. Lempereur, B. Pang), U.S. (M. Marsan), ACI (X. Oh) and IATA (R. Brown, F. Chauvin).8 A task force has been established at the sixth WG1 meeting in Paris in April 2009. Members are from ICCAIA (B. Solaimani - Focal Point, P. Lempereur, B. Pang, M.Majjigi, D. Collin, C. Grandi), EASA (J. Boettcher, G. Readman), UK (S. White), France (A. Depitre), U.S. (M. Marsan), ACI (X. Oh) and IATA (R. Brown, F.Chauvin)..

B-11CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.26 UpdateNoiseDBUpdate and extend the ICAO noisecertification database.Up to dateNoiseDatabasePlenaryEASA,France,ICCAIAEach WG1meetingOngoingN.27.1MonitorresearchMonitor and report on the variousnational and international researchprogramme goals and milestonesWork-shopTask Group(TTG)ICCAIA,ACI,IATASGmeeting2008100N.27.2MonitorresearchMonitor and report on the variousnational and international researchprogramme goals and milestonesTechnicalreportTask Group(TTG)ICCAIA,ACI,IATACAEP/8 100N.28.1FuturetechnologyassumptionsTaking into account the work ofItem N.27 (monitor and report onresearch) and, in coordination withWG3, provide advice andinformation on mid and long-termnoise reduction technologyprospects and future trendsB.1 (SARPsand GM)Initial reportto MODTFTask Group(TTG)ICCAIA,ACI,IATAMay 2008 100N.28.2FuturetechnologyassumptionsTaking into account the work ofItem N.27 (monitor and report onresearch) and, in coordination withWG3, provide advice andinformation on mid and long-termnoise reduction technologyprospects and future trendsB.1 (SARPsand GM)Final reportto MODTFTask Group(TTG)ICCAIA,ACI,IATA15 Dec2008100N.29.1 LTTG Using the independent expertprocess, with the assistance andcooperation of other bodies of theOrganization and of otherinternational organizations, toB.2 (Mediumand LTTG)PlanTask Group(TTG)U.S.,ICCAIA,Italy,IATA,UK,First SG 100

CAEP/8-WP/32Appendix B B-12ProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1examine and makerecommendations for noise, withrespect to aircraft technology andair traffic operational goals (aspectsthat relate to aircraft basedtechnologies) in the mid term (10years) and the long term (20 years)FranceN.29.2 LTTG Using the independent expertprocess, with the assistance andcooperation of other bodies of theOrganization and of otherinternational organizations, toexamine and makerecommendations for noise, withrespect to aircraft technology andair traffic operational goals (aspectsthat relate to aircraft basedtechnologies) in the mid term (10years) and the long term (20 years)B.2 (Mediumand LTTG)ReportTask Group(TTG)U.S.,ICCAIA,Italy,IATA,UK,FranceCAEP/8 100N.30 Consider TRLfor goals andstandard settingTo consider alignment with WG3[ref: CAEP/7 WP/9] on using theTRL concept for defining oftechnological feasibility for shortterm standard setting andmedium/long term technologygoalsB.2 (Mediumand LTTG)ProgressreportTask Group(TTG)EASA,U.S.,ICCAIA,IATA,FranceTo becompletedat first SGmeeting100

B-13CAEP/8-WP/32Appendix BProjectNo.Short Title Description ICAOAssemblyTaskDeliverableWG1 WorkMethodSupport(names/organization)Target(date)%complete 1N.31 9 Support WHO To provide information on aviationmetrics for support of WHO taskon evidence review on aircraftnoise and health. Ref: CAEPSG/20071-SD/1, Paragraph 3.16A.6(cooperateclosely withinternationalorganizationsandother UNbodies)SupportPlenary(email)Co-RapporteursMarch2008100N.32 10 Lateral noise To propose text for the ETM on thedetermination of jet aircraft lateralnoise proceduresB.1 (SARPsand GM)ETMmaterialAd-hocGroupEASA (G. Readman- Focal Point),ICCAIA(B Solaimani,J. Bonnet,N. Haight)U.S. (B. Conze),France (A. Depitre)Last SGbeforeCAEP/8100— — — — — — — —9 The first CAEP Steering Group meeting in November 2007 decided to add this work item.10 The second CAEP Steering Group meeting in September 2008 decided to add this work item.

CAEP-WP/32Appendix CAPPENDIX CPROPOSED AMENDMENT TO THE INTERNATIONAL STANDARDSAND RECOMMENDED PRACTICESENVIRONMENTAL PROTECTIONANNEX 16TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATIONVOLUME IAIRCRAFT NOISE1. The text of the amendment is arranged to show deleted text with a line through it and new texthighlighted with grey shading, as shown below:1. Text to be deleted is shown with a line through it. text to be deleted2. New text to be inserted is highlighted with grey shading. new text to be inserted3. Text to be deleted is shown with a line through it followedby the replacement text which is highlighted with greyshading.new text to replace existing text

CAEP-WP/32Appendix C C-2TEXT OF PROPOSED AMENDMENT TO THEINTERNATIONAL STANDARDS AND RECOMMENDED PRACTICESENVIRONMENTAL PROTECTIONANNEX 16TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATIONVOLUME IAIRCRAFT NOISE. . .See Work Item N.16PART I.DEFINITIONS. . .Self-sustaining powered sailplane. A powered aeroplane with available engine power which allows it tomaintain level flight but not to take off under its own power.State of Design. The State having jurisdiction over the organization responsible for the type design.Subsonic aeroplane. An aeroplane incapable of sustaining level flight at speeds exceeding flight Machnumber of 1.Type Certificate. A document issued by a Contracting State to define the design of an aircraft type and tocertify that this design meets the appropriate airworthiness requirements of that State.. . .See Work Item N.16PART II.AIRCRAFT NOISE CERTIFICATIONCHAPTER 1. ADMINISTRATION. . .1.10 Unless otherwise specified in this volume of the Annex, the date to be used by Contracting States indetermining the applicability of the Standards in this Annex shall be the date of application submitted to theState of Design for a type certificate, or the date of application under an equivalent prescribed procedure by thecertificating authority of the State of Design. The application shall be effective for a duration equal to the

C-3CAEP-WP/32Appendix Cperiod applied in the designation of the airworthiness regulations appropriate to the aircraft type, except inspecial cases where the certificating authority accepts an extension of this period.1.10 The amendment of this volume of the Annex to be used by a Contracting State shall be that whichis applicable on the date of submission to that Contracting State for:a) a Type Certificate in the case of a new type; orb) approval of a change in type design in the case of a derived version; orc) in either case, under an equivalent application procedure prescribed by the certificating authority ofthat Contracting State.Note. — As each new edition and amendment of this Annex becomes applicable (according to Table A ofthe Foreword) it supersedes all previous editions and amendments.1.11 When this period of effectivity is exceeded, the date to be used in determining the applicability ofthe Standards in this Annex shall be the date of issue of the type certificate, or the date of issue of approvalunder an equivalent prescribed procedure, less the duration of effectivity.1.11 Unless otherwise specified in this volume of the Annex, the date to be used by Contracting States indetermining the applicability of the Standards in this Annex shall be the date the application for a TypeCertificate was submitted to the State of Design, or the date of submission under an equivalent applicationprocedure prescribed by the certificating authority of the State of Design.1.12 For derived versions where the provisions governing the applicability of the Standards of thisAnnex refer to “the application for the certification of the change in type design”, the date to be used byContracting States in determining the applicability of the Standards in this Annex shall be the date theapplication for the change in type design was submitted to the Contracting State that first certified the changein type design, or the date of submission under an equivalent application procedure prescribed by thecertificating authority of the Contracting State that first certified the change in type design.Note 1. — Unless otherwise specified in this volume of the Annex the edition of Doc 9501, Volume I, to beused as guidance on the use of acceptable means of compliance and equivalent procedures by a ContractingState should be that which is in effect on the date the application for a type certificate or the change in typedesign is submitted to that Contracting State.Note 2. — The means of compliance and the use of equivalent procedures are subject to the acceptance ofthe certificating authority of the Contracting State.1.13 An application shall be effective for the period specified in the designation of the airworthinessregulations appropriate to the aircraft type, except in special cases where the certificating authority accepts anextension of this period. When this period of effectivity is exceeded, the date to be used in determining theapplicability of the Standards in this Annex shall be the date of issue of the Type Certificate or approval of thechange in type design, or the date of issue of approval under an equivalent procedure prescribed by the State ofDesign, less the period of effectivity.. . .See Work Items N.16 and N.21CHAPTER 2. SUBSONIC JET AEROPLANES — APPLICATIONFOR TYPE CERTIFICATE SUBMITTEDBEFORE 6 OCTOBER 1977Application forType Certificate submitted before 6 October 1977

CAEP-WP/32Appendix C C-42.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.2.1.1 The Standards of this chapter shall be applicable to all subsonic jet aeroplanes for which either theapplication for a Type Certificate was submitted, or another equivalent prescribed procedure was carried outby the certificating authority, before 6 October 1977, except those aeroplanes:a) requiring a runway length of 610 m or less at maximum certificated mass for airworthiness; orb) powered by engines with a bypass ratio of 2 or more and for which a certificate of airworthiness forthe individual aeroplane was first issued before 1 March 1972; orc) powered by engines with a bypass ratio of less than 2 and for which either the application for aType Certificate was submitted, or another equivalent prescribed procedure was carried out by thecertificating authority, before 1 January 1969, and for which a certificate of airworthiness for theindividual aeroplane was first issued before 1 January 1976.2.1.2 The Standards of this chapter shall also be applicable toThe maximum noise levels of 2.4.1 shallapply except for derived versions of all aeroplanes covered by 2.1.1 for which the application forcertification of a the change in type design was accepted, or another equivalent procedure was carried out bythe certificating authority, submitted on or after 26 November 1981, in which case the maximum noiselevels of 2.4.2 shall apply.. . .. . .2.6 Test procedures2.6.2 Approach test procedure2.6.2.1 The aeroplane shall be stabilized and following a 3° ± 0.5° glide path.2.6.2.2 The approach shall be made at a stabilized airspeed of not less than 1.3 V S + 19 km/h(1.3 V S + 10 kt) with thrust stabilized during approach and over the measuring point and continued to anormal touchdown.2.6.2.3 The configuration of the aeroplane shall be with maximum allowable landing flap setting.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.15, N.16, N.18 and N.21

C-5CAEP-WP/32Appendix CCHAPTER 3.1.— SUBSONIC JET AEROPLANES — Application for Type Certificatesubmitted on or after 6 October 1977 and before 1 January 20062.— PROPELLER-DRIVEN AEROPLANES OVER 5 700 8 618kg — Applicationfor Type Certificate submitted on or after 1 January 1985 and before17 November 1988 1January 20063.— PROPELLER-DRIVEN AEROPLANES OVER 8 618 kg — Application forType Certificate submitted on or after 17 November 1988 and before1 January 20063.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.Note 2.— See Attachment E for guidance on interpretation of these applicability provisions.3.1.1 The Standards of this chapter shall, with the exception of those propeller-driven aeroplanesspecifically designed and used for agricultural or fire-fighting purposes, be applicable to:. . .a) all subsonic jet aeroplanes, including their derived versions, other than aeroplanes which require arunway 1 length of 610 m or less at maximum certificated mass for airworthiness, in respect of forwhich either the application for a Type Certificate was submitted, or another equivalent prescribedprocedure was carried out by the certificating authority, on or after 6 October 1977 and before 1January 2006;b) all propeller-driven aeroplanes, including their derived versions, of over 5 7008 618 kg maximumcertificated take-off mass (except those described in Chapter 6, 6.1), for which either the applicationfor a Type Certificate was submitted, or another equivalent prescribed procedure was carried out bythe certificating authority, on or after 1 January 1985 and before 17 November 1988, except wherethe Standards of Chapter 10 apply; and1 January 2006.c) all propeller-driven aeroplanes, including their derived versions, of over 8 618 kg maximumcertificated take-off mass, for which either the application for a Type Certificate was submitted, oranother equivalent prescribed procedure was carried out by the certificating authority, on or after 17November 1988 and before 1 January 2006.3.3 Noise measurement points3.3.1 Reference noise measurement pointsAn aeroplane, when tested in accordance with these Standards, shall not exceed the noise levels specifiedin 3.4 at the following points:

CAEP-WP/32Appendix C C-6. . .. . .. . .a) lateral full-power reference noise measurement pointNote.— For aeroplanes specified in 3.1.1 b) and for aeroplanes specified in 3.1.1 c) forwhich the application for a certificate of airworthiness for the prototypetype certificate wasacceptedsubmitted before 19 March 2002, the lateral noise requirement specified in 3.3.1 a) 1) ispermitted as an alternative.3.6 Noise certification reference procedures3.6.2 Take-off reference procedureTake-off reference flight path shall be calculated as follows:. . .d) the speed shall be the all-engines operating take-off climb speed selected by the applicant for usein normal operation, which shall be at least V 2 + 19 km/h (V 2 + 10 kt) but not greater thanV 2 + 37 km/h (V 2 + 20 kt) and which shall be attained as soon as practicable after lift-off and bemaintained throughout the take-off noise certification test. The increment applied to V 2 shall bethe same for all reference masses of an aeroplane model unless a difference in increment issubstantiated based on performance characteristics of the aeroplane;d) the speed shall be:1) for those aeroplanes for which the applicable airworthiness requirements define V2, the allengines operating take-off climb speed selected by the applicant for use in normal operation,which shall be at least V2 +19 km/h (V2 + 10 kt) but not greater than V2 + 37 km/h (V2 +20 kt) and which shall be attained as soon as practicable after lift-off and be maintainedthroughout the take-off noise certification test. The increment applied to V2 shall be the samefor all reference masses of an aeroplane model unless a difference in increment issubstantiated based on performance characteristics of the aeroplane.Note.— V2 is defined in accordance with the applicable airworthiness requirements.2) for those aeroplanes for which the applicable airworthiness requirements do not define V2,the take-off speed at 15 m (50 ft) plus an increment of at least 19 km/h (10 kt) but not greaterthan 37 km/h (20 kt), or the minimum climb speed, whichever speed is greater. This speedshall be attained as soon as practicable after lift-off and be maintained throughout the take-offnoise certification test.Note.— Take-off speed at 15 m (50 ft) and minimum climb speed are defined in accordancewith the applicable airworthiness requirements.

C-7CAEP-WP/32Appendix C. . .3.7 Test procedures. . .3.7.3 Acoustic data shall be adjusted by the methods outlined in Appendix 2 to the referenceconditions specified in this chapter. Adjustments for speed and thrust shall be made as described inSection 98 of Appendix 2.. . .3.7.6 If equivalent test procedures different from the reference procedures are used, the testprocedures and all methods for adjusting the results to the reference procedures shall be approved by thecertificating authority. The amounts of the adjustments shall not exceed 16 EPNdB on take-off and 8EPNdB on approach, and if the adjustments are more than 8 EPNdB and 4 EPNdB, respectively, theresulting numbers shall be more than 2 EPNdB below the noise limits specified in 3.4.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).. . .See Work Items N.16 and N.21CHAPTER 4.1.— SUBSONIC JET AEROPLANES — Application for Type Certificate submittedon or after 1 January 20062.— PROPELLER-DRIVEN AEROPLANES OVER 8 618 kg — Application forType Certificate submitted on or after 1 January 20064.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.4.1.1 The Standards of this chapter shall, with the exception of those propeller-driven aeroplanesspecifically designed and used for agricultural or fire-fighting purposes, be applicable to:a) all subsonic jet aeroplanes, including their derived versions, other than aeroplanes which require arunway 1 length of 610 m or less at maximum certificated mass for airworthiness, in respect of forwhich either the application for a Type Certificate was submitted, or another equivalent prescribedprocedure was carried out by the certificating authority, on or after 1 January 2006;b) all propeller-driven aeroplanes, including their derived versions, of over 8 618 kg maximumcertificated take-off mass, for which either the application for a Type Certificate was submitted, or

CAEP-WP/32Appendix C C-8another equivalent prescribed procedure was carried out by the certificating authority, on or after 1January 2006; andc) all subsonic jet aeroplanes and all propeller-driven aeroplanes certificated originally as satisfyingAnnex 16, Volume 1, Chapter 3 or Chapter 5, for which recertification to Chapter 4 is requested.Note.— Guidance material on applications for recertification is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).. . .See Work Items N.15, N.16 and N.21CHAPTER 5. PROPELLER-DRIVEN AEROPLANESOVER 5 7008 618 kg — APPLICATION FOR TYPE CERTIFICATESUBMITTED BEFORE 1 JANUARY 1985Application for Type Certificate submittedbefore 1 January 19855.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.Note 2.— See Attachment E for guidance on interpretation of these applicability provisions.5.1.1 The Standards defined hereunder are not applicable to:a) aeroplanes requiring a runway 1 length of 610 m or less at maximum certificated mass forairworthiness;b) aeroplanes specifically designed and used for fire fighting purposes;c) aeroplanes specifically designed and used for agricultural purposes;d) aeroplanes to which the Standards of Chapter 6 apply; ande) aeroplanes to which the Standards of Chapter 10 apply.5.1.2 The Standards of this chapter shall be applicable to all propeller-driven aeroplanes, includingtheir derived versions, of over 5 7008 618 kg maximum certificated take-off mass for which either theapplication for a Type Certificate was submitted, or another equivalent prescribed procedure was carried outby the certificating authority, on or after 6 October 1977 and before 1 January 1985.5.1.3 The Standards of Chapter 2, with the exception of Sections 2.1 and 2.4.2, shall be applicable toderived versions and individualpropeller driven aeroplanes of over 5 7008 618 kg maximum certificatedtake-off mass and to which Standards of Chapter 6 do not apply and are of the type for which the applicationfor a Type Certificate was submitted, or another equivalent prescribed procedure was carried out by thecertificating authority, before 6 October 1977, and which are either:

C-9CAEP-WP/32Appendix Ca) derived versions for which the application for certification of the change in type design wassubmitted on or after 6 October 1977; orb) individual aeroplanes for which a certificate of airworthiness for the individual aeroplane waswasfirst issued on or after 26 November 1981.5.1.4 The Standards of Chapter 3, with the exception ofSection 3.1, shall be applicable to all propeller-driven aeroplanes, including their derived versions,of over 5 700 kg maximum take-off mass, for which either the application for a Type Certificatewas submitted, or another equivalent prescribed procedure was carried out by the certificatingauthority, on or after 1 January 1985.. . .5.7 Test procedures. . .5.7.3 Acoustic data shall be adjusted by the methods outlined in Appendix 2 to the referenceconditions specified in this chapter. Adjustments for speed and thrust shall be made as described inSection 98 of Appendix 2.. . .5.7.6 If equivalent test procedures different from the reference procedures are used, the testprocedures and all methods for adjusting the results to the reference procedures shall be approved by thecertificating authority. The amounts of the adjustments shall not exceed 16 EPNdB on take-off and 8EPNdB on approach, and if the adjustments are more than 8 EPNdB and 4 EPNdB, respectively, theresulting numbers shall not be within 2 EPNdB of the limit noise levels specified in 5.4.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.16 and N.21CHAPTER 6. PROPELLER-DRIVEN AEROPLANESNOT EXCEEDING 8 618 kg — APPLICATION FOR TYPE CERTIFICATESUBMITTED BEFORE 17 NOVEMBER 1988 Application for Type Certificate submittedbefore 17 November 19886.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.Note 2.— See Attachment E for guidance on interpretation of these applicability provisions.

CAEP-WP/32Appendix C C-10The Standards of this chapter shall be applicable to all propeller-driven aeroplanes, except those aeroplanesspecifically designed and used for aerobatic, purposes or agricultural or fire fighting usespurposes, of havinga maximum certificated take-off mass not exceeding 8 618 kg for which: either:. . .. . .a) the application for the Type Certificate was submitted, or another equivalent prescribed procedurewas carried out by the certificating authority, on or after 1 January 1975 and before 17 November1988, except for derived versions for which an the application for a Type Certificatecertification ofthe change in type design was submitted, or another equivalent procedure was carried out by thecertificating authority, on or after 17 November 1988, in which case the Standards of Chapter 10apply; orb) a certificate of airworthiness for the individual aeroplane was first issued on or after 1 January 1980.6.5 Test procedures6.5.3 Overflight shall be performed at the highest power in the normal operating range, 1 stabilizedairspeed and with the aeroplane in the cruise configuration.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.16 and N.21CHAPTER 8. HELICOPTERS8.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.8.1.1 The Standards of this chapter shall be applicable to all helicopters for which 8.1.2, 8.1.3, and8.1.4 apply, except those designed exclusively specifically designed and used for agricultural, fire fighting orexternal load carrying purposes.8.1.2 For a helicopter for which the application for the Type Certificate was submitted, or anotherequivalent prescribed procedure was carried out by the certificating authority, on or after 1 January 1985,except for those helicopters specified in 8.1.4, the maximum noise levels of 8.4.1 shall apply.8.1.3 For a derived version of a helicopter for which the application for a certification of the change ofin type design was submitted, or another equivalent prescribed procedure was carried out by the certificatingauthority, on or after 17 November 1988, except for those helicopters specified in 8.1.4, the maximumnoise levels of 8.4.1 shall apply.1 . This is normally indicated in the aeroplane flight manual and on the flight instruments.

C-11CAEP-WP/32Appendix C8.1.4 For all helicopters, including their derived versions, for which the application for the TypeCertificate was submitted, or another equivalent prescribed procedure was carried out by the certificatingauthority, on or after 21 March 2002, the maximum noise levels of 8.4.2 shall apply.. . .. . .8.7 Test procedures8.7.11 Tests shall be conducted at a helicopter mass not less than 90 per cent of the relevantmaximum certificated mass and may be conducted at a mass not exceeding 105 per cent of the relevantmaximum certificated mass. For each of the three flight conditions, at least one test must be completed ator above this maximum certificated mass.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.16 and N.21CHAPTER 10. PROPELLER-DRIVEN AEROPLANES NOTEXCEEDING 8 618 kg — APPLICATION FOR TYPE CERTIFICATEOR DERIVED VERSION SUBMITTED ONOR AFTER 17 NOVEMBER 1988Application for Type Certificate or certification ofDerived Version submitted on or after 17 November 198810.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.Note 2.— See Attachment E for guidance on interpretation of these applicability provisions.10.1.1 The Standards of this chapter shall be applicable to all propeller-driven aeroplanes and theirderived versions, with a certificated take-off mass not exceeding 8 618 kg, except those aeroplanesspecifically designed and used for aerobatic, purposes and agricultural or fire fighting usespurposes and selfsustainingpowered sailplanes.10.1.2 For an aeroplane aeroplanes for which the application for the Type Certificate or for all derivedversions was submitted, or another equivalent prescribed procedure was carried out by the certificatingauthority, on or after 17 November 1988, except for those aeroplanes specified in 10.1.46, the maximumnoise limitslevels of 10.4 a) shall apply.10.1.3 For aeroplanes specified in 10.1.2 which fail to comply with the Standards of this chapter andwhere the application for the Type Certificate or all derived versions was submitted, or another equivalentprescribed procedure was carried out by the certificating authority, before 17 November 1993, and whichfail to comply with the Standards of this chapter the Standards of Chapter 6 shall apply.

CAEP-WP/32Appendix C C-1210.1.4 For single-engined aeroplanes, except those aeroplanes specifically designed for aerobaticpurposes and agricultural or fire fighting uses, self-sustaining powered sailplanes, float planes andamphibians, for which:For derived versions for which the application for certification of the change in typedesign was submitted on or after 17 November 1988, except for those derived versions specified in 10.1.6,the maximum noise levels of 10.4 a) shall apply.a) the application for the Type Certificate or their derived versions was submitted, or anotherequivalent procedure was carried out by the certificating authority, on or after 4 November 1999,the noise limits of 10.4 b) shall apply;b) an application for the Type Certificate for the derived version was submitted, or other procedurewas carried out, on or after 4 November 1999, but for which the application for the TypeCertificate, or another equivalent procedure was carried out by the certificating authority, before 4November 1999, the noise limits of 10.4 b) shall apply;c) the requirements of b) above apply, but which fail to meet the noise limits of 10.4 b), thenoise limits of 10.4 a) shall apply provided that the application for the derived version was madebefore 4 November 2004.10.1.5 For derived versions specified in 10.1.4 where the application for certification of the change intype design was submitted before 17 November 1993 and which fail to comply with the Standards of thischapter the Standards of Chapter 6 shall apply.. . .. . .10.1.6 For single-engined aeroplanes, except float planes and amphibians:a) the maximum noise levels of 10.4 b) shall apply to those aeroplanes, including their derivedversions, for which the application for the Type Certificate was submitted on or after 4 November1999;b) the maximum noise levels of 10.4 b) shall apply to those derived versions of aeroplanes for whichthe application for the Type Certificate was submitted before 4 November 1999 and for which theapplication for certification of the change in type design was submitted on or after 4 November1999; exceptc) for those derived versions described in 10.1.6 b) where the application for certification of thechange in type design was submitted before 4 November 2004 and which exceed the maximumnoise levels of 10.4 b), in which case the maximum noise levels of 10.4 a) shall apply.10.6 Test procedures10.6.4 If equivalent test procedures are used, the test procedures and all methods for correcting theresults to the reference procedures shall be approved by the certificating authority.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.16 and N.21

C-13CAEP-WP/32Appendix CCHAPTER 11. HELICOPTERS NOT EXCEEDING 3 175 kgMAXIMUM CERTIFICATED TAKE-OFF MASS11.1 ApplicabilityNote 1.— See also Chapter 1, 1.10 and, 1.11, 1.12 and 1.13.11.1.1 The Standards of this chapter shall be applicable to all helicopters having a maximumcertificated take-off mass not exceeding 3 175 kg for which 11.1.2, 11.1.3 and 11.1.4 apply, exceptthose specifically designed exclusivelyand used for agricultural, fire fighting or external load carryingpurposes.11.1.2 For a helicopter for which the application for the Type Certificate was submitted, oranother equivalent prescribed procedure was carried out by the certificating authority, on or after 11November 1993, except for those helicopters specified in 11.1.4, the maximum noise levels of 11.4.1shall apply.11.1.3 For a derived version of a helicopter for which the application for the Type Certificate for acertification of the change of in type design was submitted, or another equivalent prescribed procedurewas carried out by the certificating authority, on or after 11 November 1993, except for those helicoptersspecified in 11.1.4, the maximum noise levels of 11.4.1 shall apply.11.1.4 For all helicopters, including their derived versions, for which the application for the TypeCertificate was submitted, or another equivalent prescribed procedure was carried out by the certificatingauthority, on or after 21 March 2002, the maximum noise levels of 11.4.2 shall apply.. . .. . .11.6 Test procedures11.6.9 Tests shall be conducted at a helicopter mass not less than 90 per cent of the relevantmaximum certificated mass and may be conducted at a mass not exceeding 105 per cent of the relevantmaximum certificated mass.Note.— Guidance material on the use of equivalent procedures is provided in the EnvironmentalTechnical Manual on the Use of Procedures in the Noise Certification of Aircraft (Doc 9501, Volume I).See Work Items N.06 and N.16CHAPTER 12.SUPERSONIC AEROPLANES12.1 Supersonic aeroplanes — applicationApplication for Type Certificatesubmitted before 1 January 1975

CAEP-WP/32Appendix C C-1412.1.1 The Standards of Chapter 2 of this Part, with the exception of the maximum noise levels specifiedin 2.4, shall be applicable to all supersonic aeroplanes, including their derived versions, in respect of for whicheither the application for the Type Certificate was submitted, or another equivalent prescribed procedure wascarried out by the certificating authority, before 1 January 1975, and for which a certificate of airworthiness forthe individual aeroplane was first issued after 26 November 1981.12.1.2 The maximum noise levels of those aeroplanes covered by 12.1.1, when determined inaccordance with the noise evaluation method of Appendix 1, shall not exceed the measured noise levels of thefirst certificated aeroplane of the type.12.2 Supersonic aeroplanes — applicationApplication for Type Certificatesubmitted on or after 1 January 1975Note.— Standards and Recommended Practices for these aeroplanes are not yet developed butthe noise levels of Chapter 3 of this Part applicable to subsonic jet aeroplanes may be used as guidelinesfor aeroplanes for which the application for a Type Certificate was submitted, or another equivalentprescribed procedure was carried out by the certificating authority, on or after 1 January 1975.have notbeen developed. However, the maximum noise levels of this Part that would be applicable to subsonic jetaeroplanes may be used as a guideline. Acceptable levels of sonic boom have not been established andcompliance with subsonic noise standards may not be presumed to permit supersonic flight.. . .

C-15CAEP-WP/32Appendix CSee Work Items N.16 and N.21. . .APPENDIX 1. EVALUATION METHOD FOR NOISE CERTIFICATIONOF SUBSONIC JET AEROPLANES — APPLICATION FOR TYPE CERTIFICATESUBMITTED BEFORE 6 OCTOBER 1977Application for Type Certificate submittedbefore 6 October 19772. NOISE CERTIFICATION TESTAND MEASUREMENT CONDITIONS2.1 GeneralThis section prescribes the conditions under which noise certification tests shall be conducted and themeasurement procedures that shall be used.Note.— Many applications for a noise certificate involve only minor changes to the aeroplane typedesign. The resultant changes in noise can often be established reliably without the necessity of resortingto a complete test as outlined in this appendix. For this reason certificating authorities are encouraged topermit the use of appropriate “equivalent procedures”. Also, there are equivalent procedures that may beused in full certification tests, in the interest of reducing costs and providing reliable results. Guidancematerial on the use of equivalent procedures in the noise certification of subsonic jet aeroplanes isprovided in the Environmental Technical Manual on the Use of Procedures in the Noise Certification ofAircraft (Doc 9501, Volume I).. . .See Work Item N.16APPENDIX 2. EVALUATION METHOD FORNOISE CERTIFICATION OF:1.— SUBSONIC JET AEROPLANES — Application forType Certificate submitted on or after 6 October 19772.— PROPELLER-DRIVEN AEROPLANES OVER 5 7008 618 kg — Application for Type Certificate submitted onor after 1 January 1985 and before 17 November 19883.— PROPELLER-DRIVEN AEROPLANES OVER 8 618 kg— Application for Type Certificate submitted on or after

CAEP-WP/32Appendix C C-16. . .17 November 198843.— HELICOPTERSSee Work Items N.15 and N.21. . .1. INTRODUCTIONNote 3.— A complete list of symbols and units, the mathematical formulation of perceived noisiness, aprocedure for determining atmospheric attenuation of sound, and detailed procedures for correctingnoise levels from non-reference to reference conditions are included in Sections 6 to 98 of this appendix.2. NOISE CERTIFICATION TEST AND MEASUREMENT CONDITIONS2.1 GeneralThis section prescribes the conditions under which noise certification tests shall be conducted and themeasurement procedures that shall be used.Note.— Many applications for a noise certificate involve only minor changes to the aircraft typedesign. The resultant changes in noise can often be established reliably without the necessity of resortingto a complete test as outlined in this appendix. For this reason certificating authorities are encouraged topermit the use of appropriate “equivalent procedures”. Also, there are equivalent procedures that may beused in full certification tests, in the interest of reducing costs and providing reliable results. Guidancematerial on the use of equivalent procedures in the noise certification of subsonic jet and propeller-drivenaeroplanes and helicopters is provided in the Environmental Technical Manual on the Use of Proceduresin the Noise Certification of Aircraft (Doc 9501, Volume I).. . .. . .2.2.2.1 Definitions and Specifications2.2.2 Atmospheric conditionsMaximum wind speed. The maximum value within the series of individual wind speed samples recordedevery second over a period that spans the 10 dB-down time interval.

C-17CAEP-WP/32Appendix CSound attenuation coefficient is the reduction in level of sound within a one-third octave band, in dB per100 meters, due to the effects of atmospheric absorption of sound. Equations for the calculation ofsound attenuation coefficients from values of atmospheric temperature and relative humidity areprovided in Section 7.Time constant (of a first order system) is the time required for a device to detect and indicate 100*(1-1/e)per cent (about 63 per cent) of a step function change. (The mathematical constant, e, is the basenumber of the natural logarithm, approximately 2.7183 – also known as Euler’s number, or Napier’sconstant.). . .2.2.2.2 MeasurementReplace sections 2.2.2.2 through 2.2.2.6 as follows:2.2.2.2.1 Measurements of the ambient temperature and relative humidity shall be made at 10 m(33 ft) above the ground. For aeroplanes the ambient temperature and relative humidity shall also bedetermined at vertical increments not greater than 30 m (100 ft) over the sound propagation path. For anaircraft test run to be acceptable, measurements of ambient temperature and relative humidity shall beobtained before and after the test run. Both measurements shall be representative of the prevailingconditions during the test run and at least one of the measurements of ambient temperature and relativehumidity shall be within 30 minutes of the test run. The temperature and relative humidity data at theactual time of the test run shall be interpolated over time and height, as necessary, from the measuredmeteorological data.Note 1.— The temperature and relative humidity measured at 10 m (33 ft) are assumed to be constantfrom 10 m (33 ft) to the ground.2.2.2.2.2 Measurements of wind speed and direction shall be made at 10 m (33 ft) above the groundthroughout each test run.2.2.2.2.3 The meteorological conditions at 10 m above the ground shall be measured within 2 000m (6 562 ft) of the microphone locations. They shall be representative of the conditions existing over thegeographical area in which noise measurements are made.2.2.2.3 Instrumentation2.2.2.3.1 Instrumentation for the measurement of temperature and humidity between the ground andthe aeroplane, including instrumentation for the determination of the height at which these measurementsare made, and the manner in which such instrumentation is used shall, to the satisfaction of thecertificating authority, enable the sampling of atmospheric conditions at 30 m (100 ft) vertical heightincrements or less.2.2.2.3.2 All wind speed samples shall be taken with the sensor installed such that the horizontaldistance between the anemometer and any obstruction is at least 10 times the height of the obstruction.Installation error for the wind direction sensor shall be no greater than 5 degrees.

CAEP-WP/32Appendix C C-182.2.2.3.3 The instrumentation for noise and meteorological measuring and aircraft flight pathtracking shall be operated within the environmental limitations specified by the manufacturer.2.2.2.4 Test window2.2.2.4.1 For aircraft test runs to be acceptable they shall be carried out under the followingatmospheric conditions, except as provided in 2.2.2.4.2:a) there shall be no precipitation;b) the ambient air temperature shall not be greater than 35°C and shall not be less than -10°C overthe sound propagation path between a point 10 m (33 ft) above the ground and the aircraft.c) the relative humidity shall not be greater than 95 per cent and shall not be less than 20 per centover the sound propagation path between a point 10 m (33 ft) above the ground and the aircraft;d) d) the sound attenuation coefficient in the 8 kHz one-third octave band shall not be more than 12dB/100 m over the sound propagation path between a point 10 m (33 ft) above the ground and theheight of the aircraft at PNLTM;Note.— Section 7 of this appendix specifies the method for calculation of sound attenuationcoefficients based on temperature and humidity.e) for aeroplanes the average wind speed at 10 m (33 ft) above the ground shall not exceed 22 km/h(12 kt) and the maximum wind speed at 10 m (33 ft) above the ground shall not exceed 28 km/h(15 kt);f) for aeroplanes the average cross-wind component at 10 m (33 ft) above the ground shall notexceed 13 km/h (7 kt) and the maximum cross-wind component at 10 m (33 ft) above the groundshall not exceed 18 km/h (10 kt);g) for helicopters the average wind speed at 10 m (33 ft) above the ground shall not exceed 19 km/h(10 kt);h) for helicopters the average cross-wind component at 10 m (33 ft) above the ground shall notexceed 9 km/h (5 kt);i) there shall be no anomalous meteorological or wind conditions that would significantly affect themeasured noise levels.2.2.2.4.2 For helicopters the requirements of 2.2.2.4.1 b), c) and d) shall only apply at 10 m (33 ft)above the ground.2.2.2.5 Layering2.2.2.5.1 For each aeroplane test run the sound attenuation coefficient in the 3150 Hz one-thirdoctave band, shall be determined at the time of PNLTM from 10 m (33 ft) above the ground to the heightof the aeroplane, with vertical height increments not greater than 30 m (100 ft).

C-19CAEP-WP/32Appendix C2.2.2.5.2 If the individual values of the sound attenuation coefficient in the 3150 Hz one-thirdoctave band associated with the vertical height increments specified in 2.2.2.5.1 do not vary by more than0.5 dB/100m relative to the value determined at 10 m (33 ft), the coefficient to be used in the adjustmentof the aeroplane noise levels for each one-third octave band shall be the average of the coefficientcalculated from the temperature and humidity at 10 m (33 ft) above the ground and the coefficientcalculated from the temperature and humidity at the height of the test aeroplane.2.2.2.5.3 If the individual values of the sound attenuation coefficient in the 3150 Hz one-thirdoctave band associated with the vertical height increments specified in 2.2.2.5.1 vary by more than0.5 dB/100 m relative to the value determined at 10 m (33 ft), then “layered” sections of the atmosphereshall be used, as described below, in the computation of the coefficient for each one-third octave band tobe used in the adjustment of the aeroplane noise levels:a) The atmosphere from the ground to at least the height of the aeroplane shall be divided into layersof 30 m (100 ft) depth;b) For each of the layers specified in 2.2.2.5.3 a), the sound attenuation coefficient shall bedetermined for each one-third octave band;c) For each one-third octave band the sound attenuation coefficient to be used in the adjustment ofthe aeroplane noise levels shall be the average of the individual layer coefficients specified in2.2.2.5.3 b).2.2.2.5.4 For helicopters, the sound attenuation coefficient to be used in the adjustment of noiselevels for each one-third octave band shall be calculated from the temperature and humidity at 10 m(33 ft) above the ground.See Work Items N.15 and N.21. . .2.3 Flight path measurement2.3.3 Position and performance data required to make the adjustments referred to in Section 8 or 9of this appendix shall be automatically recorded at an approved sampling rate. Measuring equipment shallbe approved by the certificating authority.. . .. . .3. MEASUREMENT OF AIRCRAFT NOISE RECEIVED ON THE GROUND3.10 Adjustments for background noise

CAEP-WP/32Appendix C C-203.10.1 Background noise shall be recorded (for at least 30 seconds) at the measurement points withthe system gain set at the levels used for the aircraft noise measurements. The recorded background noisesample shall be representative of that which exists during the test run. The recorded aircraft noise datashall be accepted only if the background noise levels, when analysed in the same way and quoted in PNL(see 4.1.3 a)), are at least 20 dB below the maximum PNL of the aircraft.3.10.2 Aircraft sound pressure levels within the 10 dB-down points (see 4.5.1) shall exceed meanbackground noise levels determined above by at least 3 dB in each one-third octave band or be adjustedusing a method similar to that described in Appendix 3the section of Doc 9501, Volume I, concerning theadjustment of aircraft noise levels for the effect of background noise.4. CALCULATION OF EFFECTIVE PERCEIVED NOISE LEVELFROM MEASURED NOISE DATAReplace section 4.1 as follows:4.1 General4.1.1 The metric used to quantify the certificated noise level shall be the effective perceived noiselevel (EPNL) expressed in units of EPNdB. EPNL is a single number evaluator taking into account thesubjective effects of aircraft noise on human beings. It consists of the instantaneous perceived noise level,PNL, adjusted for spectral irregularities and for duration.4.1.2 In order to derive the EPNL, three basic physical properties of the aircraft noise shall bemeasured: level, frequency distribution, and variation over time. This requires the acquisition of theinstantaneous sound pressure levels in spectra composed of 24 one-third octave bands, which shall beobtained for each one-half second increment of time throughout the duration over which the aircraft noiseis measured.4.1.3 The calculation procedure which utilizes physical measurements of noise to derive the EPNLevaluation measure of subjective response shall consist of the five following steps:a) each of the 24 one-third octave band sound pressure levels in each measured one-half secondspectrum is converted to perceived noisiness by the method of Section 4.7. The noy values arecombined and then converted to instantaneous perceived noise level, PNL(k) for each spectrum,measured at the k th instant of time, by the method of Section 4.2;b) for each spectrum a tone correction factor, C(k), is calculated by the method of Section 4.3 toaccount for the subjective response to the presence of spectral irregularities;c) the tone correction factor is added to the perceived noise level to obtain the tone correctedperceived noise level, PNLT(k), for each spectrum:PNLT(k) = PNL(k) + C(k);d) the history of PNLT(k) noise levels is examined to identify the maximum value, PNLTM as

C-21CAEP-WP/32Appendix Cdetermined by the method of Section 4.4, and noise duration as determined by the method ofSection 4.5; ande) effective perceived noise level, EPNL, is determined by logarithmic summation of the PNLTlevels over the noise duration, and normalizing the duration to 10 seconds, by the method ofSection 4.6.See Work Items N.15 and N.214.2 Perceived noise levelInstantaneous perceived noise levels, PNL(k), shall be calculated from instantaneous one-third octaveband sound pressure levels, SPL(i,k), as follows:Step 1. Convert each one-third octave band, SPL(i,k), from 50 to 10 000 Hz, to perceived noisiness,n(i,k), by reference to Table A4-1 (Perceived Noisiness) in Appendix 4 of Doc 9501, or to themathematical formulation of the noy tables given in Section 4.7 or to the section in Doc 9501, Volume I,concerning reference tables used in the manual calculation of effective perceived noise level.. . .Step 3. Convert the total perceived noisiness, N(k), into perceived noise level, PNL(k), by thefollowing formula:. . .Note.— Perceived noise level, PNL(k), as a function of total perceived noisiness is plotted in A4-1 ofAppendix 4the section 2.6 of Doc 9501, Volume I, concerning reference tables used in the manualcalculation of effective perceived noise level.4.3 Correction for spectral irregularities4.3.1 Noise having pronounced spectral irregularities (for example, the maximum discrete frequencycomponents or tones) shall be adjusted by the correction factor, C(k), calculated as follows:. . .Step 10. Designate the largest of the tone correction factors, determined in Step 9, as C(k). Anexample of the tone correction procedure is given in Table A4-2 of Appendix 4the section of Doc 9501,Volume I, concerning reference tables used in the manual calculation of effective perceived noise level.. . .Replace section 4.4 through 4.6 as follows:

CAEP-WP/32Appendix C C-224.4 Maximum tone corrected perceived noise level4.4.1 The tone corrected perceived noise levels, PNLT(k), are calculated from measured one-halfsecond values of SPL in accordance with the procedure of Section 4.3. The maximum tone correctedperceived noise level, PNLTM, shall be the maximum value of PNLT(k), adjusted if necessary for thepresence of bandsharing by the method of Section 4.4.2. The increment associated with PNLTM isdesignated as k M .Note. – Figure A2-2 is an example of a flyover noise time history where the maximum value is clearlyindicated.Figure A2-2. Example of a flyover noise time history4.4.2 The tone at PNLTM may be suppressed due to one-third octave bandsharing of that tone. Toidentify whether this is the case the average of the tone correction factors of the PNLTM spectrum and thetwo preceding and two succeeding spectra is calculated. If the value of the tone correction factor C(k M )for the spectrum associated with PNLTM is less than the average value of C(k) for the five consecutivespectra (k M -2) through (k M +2), then the average value C avg shall be used to compute a bandsharingadjustment, Δ B , and a value of PNLTM adjusted for bandsharing.C avg = [C(k M -2) + C(k M -1) + C(k M ) + C(k M +1) + C(k M +2)] / 5If C avg > C(k M ) then Δ B = C avg – C(k M ) , and

C-23CAEP-WP/32Appendix CPNLTM = PNLT(k M ) + Δ B4.4.3 The value of PNLTM adjusted for bandsharing must be used for the calculation of EPNL.4.5 Noise duration4.5.1 The limits of the noise duration are bounded by the first and last 10 dB-down points. Theseare determined by examination of the PNLT(k) time history with respect to PNLTM.a) The earliest value of PNLT(k) which is greater than PNLTM-10 dB is identified. This value andthe value of PNLT for the preceding point are compared. Whichever of these two points isassociated with the value closest to PNLTM-10 dB is identified as the first 10 dB-down point.The associated increment is designated as k F .b) The last value of PNLT(k) which is greater than PNLTM-10 dB is identified. This value and thevalue of PNLT for the following point are compared. Whichever of these two points is associatedwith the value closest to PNLTM-10 dB is identified as the last 10 dB-down point. The associatedincrement is designated as k L .Note. – Figure A2-2 illustrates the selection of the first and last 10 dB-down points, k F and k L .4.5.2 The noise duration in seconds shall be equal to the number of PNLT(k) values from k F to k Linclusive, times 0.5.4.5.3 The value of PNLTM used for determination of the 10 dB-down points must include theadjustment for the presence of bandsharing, ∆ B , by the method of Section 4.4.2.4.6 Effective perceived noise level4.6.1 If the instantaneous tone corrected perceived noise level is expressed in terms of a continuousfunction with time, PNLT(t), then the effective perceived noise level, EPNL, would be defined as thelevel, in EPNdB, of the time integral of PNLT(t) over the noise event duration, normalized to a referenceduration, T 0 , of 10 seconds. The noise event duration is bounded by t 1 , the time when PNLT(t) is firstequal to PNLTM-10, and t 2 , the time when PNLT(t) is last equal to PNLTM-10.1EPNL = 10logT0∫t 2t1100.1PNLT( t)dt4.6.2 In practice PNLT is not expressed as a continuous function with time since it is computedfrom discrete values of PNLT(k) every half second. In this case the basic working definition for EPNL isobtained by replacing the integral in section 4.6.1 with the following summation expression:

CAEP-WP/32Appendix C C-241EPNL = 10logTkL∑0 kF100.1PNLT( k)ΔtFor T 0 = 10 and Δt = 0.5 this expression can be simplified as follows:EPNL = 10log∑ kkLF100.1PNLT( k)−13Note.— 13 dB is a constant relating the one-half second values of PNLT(k) to the 10 second referenceduration T 0 : 10 log ( 0.5 / 10 ) = -134.6.3 The value of PNLTM used for determination of EPNL must include the adjustment for thepresence of bandsharing, ∆ B , by the method of Section 4.4.2.. . .See Work Items N.15 and N.215. REPORTING OF DATA TO THE CERTIFICATING AUTHORITY. . .5.4 Validity of results. . .5.4.2 The minimum sample size acceptable for each of the three certification measuring points foraeroplanes and for each set of three microphones for helicopters is six. The samples shall be large enoughto establish statistically for each of the three average noise certification levels a 90 per cent confidencelimit not exceeding ±1.5 EPNdB. No test result shall be omitted from the averaging process unlessotherwise specified by the certificating authority.Note.— Methods for calculating the 90 per cent confidence interval are given in Appendix 1 thesection of Doc 9501, Volume I, concerning the calculation of confidence intervals.. . .Replace sections 8 and 9 with the new section 8 as follows:8. ADJUSTMENT OF AIRCRAFT FLIGHT TEST RESULTS8.1 Flight Profiles and Noise GeometryFlight profiles for both test and reference conditions are described by their geometry relative to theground, the associated aircraft ground speed, and, in the case of aeroplanes, the associated engine control

C-25CAEP-WP/32Appendix Cparameter(s) used for determining the acoustic emission of the aeroplane. Idealised aircraft flight profilesare described in 8.1.1 for aeroplanes and 8.1.2 for helicopters.Note.— The “noise flight path” referred to in 8.1.1 and 8.1.2 is defined in accordance with therequirements of 2.3.2.8.1.1 Aeroplane flight profiles8.1.1.1 Reference lateral full-power profile characteristicsFigure A2-4 illustrates the profile characteristics for the aeroplane take-off procedure for noisemeasurements made at the lateral full-power noise measurement points:a) The aeroplane begins the take-off roll at point A and lifts off at point B at full take-off power. Theclimb angle increases between points B and C. From point C the climb angle is constant up topoint F, the end of the noise flight path.b) Positions K 2L and K 2R are the left and right lateral noise measurement points for jet aeroplanes,located on a line parallel to and at the specified distance abeam the runway centre line, where thenoise level during take-off is greatest. Position K 4 is the “lateral” full-power noise measurementpoint for propeller-driven aeroplanes located on the extended centre line of the runway verticallybelow the point on the climb-out flight path where the aeroplane is at the specified height.8.1.1.2 Reference flyover profile characteristicsFigure A2-5 illustrates the profile characteristics for the aeroplane take-off procedure for noisemeasurements made at the flyover noise measurement point:a) The aeroplane begins the take-off roll at point A and lifts off at point B at full take-off power. Theclimb angle increases between points B and C. From point C the climb angle is constant up topoint D where thrust (or power) reduction is initiated. At point E the thrust (or power) and climbangle are once more stabilized and the aeroplane continues to climb at a constant angle up topoint F, the end of the noise flight path.Note.— The flyover profile may be flown without thrust (power) reduction in which case point C willextend through point D at a constant climb angle.b) Position K 1 is the flyover noise measurement point and AK 1 is the specified distance from start ofroll to the flyover noise measuring point.8.1.1.3 Reference approach profile characteristicsFigure A2-6 illustrates the profile characteristics for the aeroplane approach procedure for noisemeasurements made at the approach noise measurement point:

CAEP-WP/32Appendix C C-26a) The aeroplane is initially stabilized on the specified glideslope at point G and continues throughpoint H and point I, touching down on the runway at point J.b) Position K 3 is the approach noise measurement point and K 3 O is the specified distance from theapproach noise measurement point to the runway threshold.Note.— The aeroplane reference point during approach measurements shall be the ILS antenna.8.1.2 Helicopter flight profiles8.1.2.1 Reference take-off profile characteristicsFigure A2-7 illustrates the profile characteristics for the helicopter take-off procedure for noisemeasurements made at the take-off noise measurement point:a) The helicopter is initially stabilized in level flight at point A at the best rate of climb speed V y .The helicopter continues to point B where take-off power is applied and a steady climb isinitiated. A steady climb is maintained through point X and beyond to point F, the end of thenoise flight path.b) Position K 1 is the take-off noise measurement point and NK 1 is the specified distance from theinitiation of the steady climb to the take-off reference noise measurement point. Positions K 1 ′ andK 1 ″ are associated noise measurement points located on a line K 1 ′K 1 ″ through K 1 at right anglesto the take-off flight track TM and at the specified distance either side of K 1 .Note.— In practice the point at which take-off power is applied will be some distance before point B.8.1.2.2 Reference overflight profile characteristicsFigure A2-8 illustrates the profile characteristics for the helicopter overflight procedure for noisemeasurements made at the overflight noise measurement points:a) The helicopter is stabilized in level flight at point D and flies through point W, overhead theoverflight noise measurement point K 2 , to point E, the end of the noise flight path.b) Position K 2 is the overflight noise measurement point and K 2 W is the specified height of thehelicopter overhead the overflight noise measurement point. Positions K 2 ′ and K 2 ″ are associatednoise measurement points located on a line K 2 ′K 2 ″ through K 2 at right angles to the overflightflight track RS and at the specified distance either side of K 2 .8.1.2.3 Reference approach profile characteristicsFigure A2-9 illustrates the profile characteristics for the helicopter approach procedure for noisemeasurements made at the approach noise measurement points:

C-27CAEP-WP/32Appendix Ca) The helicopter is initially stabilized on the specified glideslope at point G and continues throughpoint H and point I, touching down at point J.b) Position K 3 is the approach noise measurement point and K 3 H is the specified height of thehelicopter overhead the approach noise measurement point. Positions K 3 ′ and K 3 ″ are associatednoise measurement points located on a line K 3 ′K 3 ″ at right angles to the approach flight track PUand at the specified distance either side of K 3 .8.1.3 Adjustment of measured noise levels from measured to reference profile in the calculation ofEPNLNote.— The “useful portion of the measured flight path” referred to in this section is defined inaccordance with the requirements of 2.3.2.8.1.3.1 For the case of a microphone located beneath the flight path, the portions of the test flightpath and the reference flight path which are significant for the adjustment of the measured noise levelsfrom the measured profile to the reference profile in the EPNL calculation are illustrated in Figure A2-10,where:a) XY represents the useful portion of the measured flight path (Figure A2-10 a) ), and X r Y r that ofthe corresponding reference flight path (Figure A2-10 b) ).b) K is the actual noise measurement point and K r the reference noise measurement point. Qrepresents the aircraft position on the measured flight path at which the noise was emitted andobserved as PNLTM at point K. The angle between QK and the direction of flight along themeasured flight path is θ, the acoustic emission angle. Q r is the corresponding position on thereference flight path where the angle between Q r K r is also θ. QK and Q r K r are respectively themeasured and reference noise propagation paths.Note.— This situation will apply in the case of aeroplanes for the flyover, approach, and forpropeller-driven aeroplanes only, the lateral full-power noise measurements, and in the case ofhelicopters for the take-off, overflight, and approach noise measurements for the centre microphone only.8.1.3.2 For the case of a microphone laterally displaced to the side of the flight path, the portions ofthe test flight path and the reference flight path which are significant for the adjustment of the measurednoise levels from the measured profile to the reference profile in the EPNL calculation are illustrated inFigure A2-11, where:a) XY represents the useful portion of the measured flight path (Figure A2-11 a) ), and X r Y r that ofthe corresponding reference flight path (Figure A2-11 b) ).b) K is the actual noise measurement point and K r the reference noise measurement point. Qrepresents the aircraft position on the measured flight path at which the noise was emitted andobserved as PNLTM at point K. The angle between QK and the direction of flight along themeasured flight path is θ, the acoustic emission angle. The angle between QK and the ground isψ, the elevation angle. Q r is the corresponding position on the reference flight path where theangle between Q r K r and the direction of flight along the reference flight path is also θ, and the

CAEP-WP/32Appendix C C-28angle between Q r K r and the ground is ψ r , where in the case of aeroplanes, the difference betweenψ and ψ r is minimised.Note.— This situation will apply in the case of jet aeroplanes for the lateral full-power noisemeasurements, and in the case of helicopters for the take-off, overflight, and approach noisemeasurements for the two laterally displaced microphones only.8.1.3.3 n both situations the acoustic emission angle θ shall be established using three dimensionalgeometry.8.1.3.4 In the case of lateral full power noise measurements of jet aeroplanes the extent to whichdifferences between ψ and ψ r can be minimised is dependent on the geometrical restrictions imposed bythe need to maintain the reference microphone on a line parallel to the extended runway centre line.Note.— In the case of helicopter measurements there is no requirement to minimise the differencebetween ψ and ψ r . However these angles shall be determined and reported.8.2 Selection of Adjustment Method8.2.1 Adjustments to the measured noise values shall be made for the following:a) aircraft flight path and velocity relative to the microphone;b) sound attenuation in air; andc) source noise8.2.2 For helicopters, the simplified method described in 8.3 shall be used.Note.— The integrated method may be approved by the certificating authority as being equivalent tothe simplified method.8.2.3 For aeroplanes, either the simplified method, described in 8.3, or the integrated methoddescribed in 8.4 shall be used for the lateral, flyover or approach conditions. The integrated method shallbe used when:a) for flyover, the absolute value of the difference between the value of EPNL r , when calculatedaccording to the simplified method described in 8.3.1, and the measured value of EPNLcalculated according to the procedure described in 4.1.3 is greater than 8 EPNdB;b) for approach, the absolute value of the difference between the value of EPNL r , when calculatedaccording to the simplified method described in 8.3.1, and the measured value of EPNLcalculated according to the procedure described in 4.1.3 is greater than 4 EPNdB; or

C-29CAEP-WP/32Appendix Cc) for flyover or approach, the value of EPNL r , when calculated according to the simplified methoddescribed in 8.3.1, is greater than the maximum noise levels prescribed in 3.4 of Part II, Chapter3, less 1 EPNdB.Note.— Part II, Chapter 3, 3.7.6 specifies limitations regarding the validity of test data based uponboth the extent to which EPNL r differs from EPNL, and also the proximity of the final EPNL r values to themaximum permitted noise levels, regardless of the method used for adjustment.8.3 Simplified method of adjustment8.3.1 General8.3.1.1 The simplified adjustment method consists of the determination and application ofadjustments to the EPNL calculated from the measured data for the differences between measured andreference conditions at the moment of PNLTM. The adjustment terms are:a) ∆ 1 – adjustment for differences in the PNLTM spectrum under test and reference conditions – see8.3.2;b) ∆ Peak – adjustment for when the PNLT for a secondary peak, identified in the calculation of EPNLfrom measured data and adjusted to reference conditions, is greater than the PNLT for theadjusted PNLTM spectrum – see 8.3.3;c) ∆ 2 – adjustment for the difference in noise duration, taking into account the differences betweentest and reference aircraft speed and position relative to the microphone – see 8.3.4; andd) ∆ 3 – adjustment for differences in source noise generating mechanisms – see 8.3.5.8.3.1.2 The emission coordinates (time, X,Y, and Z) of the reference data point associated withPNLTM r shall be determined such that the acoustic emission angle θ on the reference flight path, relativeto the reference microphone, is the same value as the acoustic emission angle of the as-measured datapoint associated with PNLTM.8.3.1.3 The adjustment terms described in 8.3.2 to 8.3.5 are applied to the EPNL calculated frommeasured data to obtain the simplified reference condition effective perceived noise level, EPNL r asdescribed in 8.3.6.8.3.1.4 Any asymmetry in the lateral noise shall be accounted for in the determination of EPNL asdescribed in 8.3.7.8.3.2 Adjustments to spectrum at PNLTM8.3.2.1 The one-third octave band levels SPL(i) used to construct PNL(k M ) (the PNL at the momentof PNLTM observed at measurement point K) shall be adjusted to reference levels SPL r (i) as follows:SPL r (i) = SPL(i) + 0.01 [α(i) – α (i) 0 ] QK

CAEP-WP/32Appendix C C-30In this expression,+ 0.01 α(i) 0 (QK – Q r K r )+ 20 log (QK/Q r K r )- the term 0.01 [α(i) – α(i) 0 ] QK accounts for the effect of the change in sound attenuation due toatmospheric absorption, and α(i) and α(i) 0 are the coefficients for the test and referenceatmospheric conditions respectively, obtained from Section 7;- the term 0.01 α(i) 0 (QK – Q r K r ) accounts for the effect of the change in the noise path length onthe sound attenuation due to atmospheric absorption;- the term 20 log (QK/Q r K r ) accounts for the effect of the change in the noise path length due tospherical spreading (also known as the “inverse square” law);- QK and Q r K r are measured in metres and α(i) and α(i) 0 are obtained in the form of dB/100 m.Note.— Refer to Figure A2-10 and A2-11 for identification of positions and distances referred to inthis paragraph.8.3.2.2 The adjusted values of SPL r (i) obtained in 8.3.2.1 shall be used to calculate a referencecondition PNLT value, PNLT r (k M ), as described in 4.2 and 4.3 of this appendix. The value of thebandsharing adjustment, ∆ B, calculated for the test-day PNLTM by the method of 4.4.2, shall be added tothis PNLT r (k M ) value to obtain the reference condition PNLTM r :PNLTM r = PNLT r (k M ) + ∆ BAn adjustment term, ∆ 1 , is then calculated as follows:∆ 1 = PNLTM r – PNLTM8.3.2.3 ∆ 1 shall be added algebraically to the EPNL calculated from measured data as described in8.3.6.8.3.3 Adjustment for secondary peaks8.3.3.1 During a test flight any values of PNLT that are within 2 dB of PNLTM are defined as“secondary peaks”. The one-third octave band levels for each “secondary peak” shall be adjusted toreference conditions according to the procedure defined in 8.3.2.1. Adjusted values of PNLT r shall becalculated for each “secondary peak” as described in 4.2 and 4.3 of this appendix. If any adjusted peakvalue of PNLT r exceeds the value of PNLTM r , a ∆ Peak adjustment shall be applied.8.3.3.2 ∆ Peak , shall be calculated as follows:∆ Peak = PNLT r (MaxPeak) – PNLTM r

C-31CAEP-WP/32Appendix Cwhere PNLT r (MaxPeak) is the reference condition PNLT value of the largest of the secondary peaks; andPNLTM r is the reference condition PNLT value at the moment of PNLTM.8.3.3.3 ∆ Peak shall be added algebraically to the EPNL calculated from measured data as describedin 8.3.6.8.3.4 Adjustment for effects on noise duration8.3.4.1 Whenever the measured flight paths and/or the ground velocities of the test conditions differfrom the reference flight paths and/or the reference ground velocities, adjustments to noise duration shallbe determined as follows.8.3.4.2 Referring to the flight paths shown in Figures A2-10 and A2-11, the adjustment term Δ 2shall be calculated from the measured data as follows:where:Δ 2 = –7.5 log (QK/Q r K r ) + 10 log (V G /V Gr )- V G is the test ground speed (horizontal component of the test airspeed); and- V Gr is the reference ground speed (horizontal component of the reference airspeed).Note.— The factors, –7.5 and 10, have been determined empirically from a representative samplepopulation of certificated aeroplanes and helicopters. The factors account for the effects of changes innoise duration on EPNL due to distance and speed respectively.8.3.4.3 ∆ 2 shall be added algebraically to the EPNL calculated from measured data as described in8.3.6.8.3.5 Source noise adjustments8.3.5.1 The source noise adjustment shall be applied to take account of differences in test andreference source noise generating mechanisms. For this purpose the effect on aircraft propulsion sourcenoise of differences between the acoustically significant propulsion operating parameters actually realizedin the certification flight tests and those calculated or specified for the reference conditions of Chapter 3,3.6.1.5 is determined. Such operating parameters may include for jet aeroplanes, the engine controlparameter µ (typically normalized low pressure fan speed, normalized engine thrust or engine pressureratio), for propeller driven aeroplanes both shaft horse-power and propeller helical tip Mach number andfor helicopters, during overflight only, advancing rotor blade tip Mach number. The adjustment shall bedetermined from manufacturer’s data approved by the certificating authority.8.3.5.2 For aeroplanes, the adjustment term ∆ 3 shall normally be determined from sensitivitycurve(s) of EPNL versus the propulsion operating parameter(s) referred to in 8.3.5.1. It is obtained bysubtracting the EPNL value corresponding to the measured value of the correlating parameter from the

CAEP-WP/32Appendix C C-32EPNL value corresponding to the reference value of the correlating parameter. The adjustment term ∆ 3shall be added algebraically to the EPNL value calculated from the measured data — see 8.3.6.Note.— Representative data for jet aeroplanes are illustrated in Figure A2-12 which shows a curve ofEPNL versus the engine control parameter µ. The EPNL data is adjusted to all other relevant referenceconditions (aeroplane mass, speed, height, and air temperature) and, at each value of µ, for the differencein noise between the installed engine and the flight manual standard of engine.8.3.5.3 For jet aeroplanes, noise data acquired from measurements conducted at test site locations ator above 366 m (1200 ft) above mean sea level (MSL) shall in addition be adjusted for the effects on jetsource noise.Note.— A procedure for determining and applying the adjustment for the effects on jet source noiseis given in the section of Doc 9501, Volume I, concerning noise data adjustments for test at high altitudesites.8.3.5.4 For jet aeroplanes, when the test and reference true airspeeds differ by more than 28 km/h(15 kt), the effect of the difference in airspeed on engine component noise sources and the consequentialeffect on the certification noise levels shall be taken into account. Test data and/or analysis proceduresused to quantify this effect shall be approved by the certificating authority.8.3.5.5 For helicopter overflight, if any combination of the following three factors results in themeasured value of an agreed noise correlating parameter deviating from the reference value of thisparameter, then source noise adjustments shall be determined from manufacturer’s data approved by thecertificating authority.a) airspeed deviations from reference;b) rotor speed deviations from reference;c) temperature deviations from reference;This adjustment should normally be made using a sensitivity curve of PNLTM r versus advancing bladetip Mach number. The adjustment may be made using an alternative parameter, or parameters, approvedby the certificating authority.Note 1.— If it is not possible during noise measurement tests to attain the reference value ofadvancing blade tip Mach number or the agreed reference noise correlating parameter, then anextrapolation of the sensitivity curve is permitted provided the data cover an adequate range of values,agreed by the certificating authority, of the noise correlating parameter. The advancing blade tip Machnumber, or agreed noise correlating parameter, shall be computed from as measured data. Separatecurves of PNLTM r versus advancing blade tip Mach number, or another agreed noise correlatingparameter, shall be derived for each of the three certification microphone locations, centre line, leftsideline and right sideline, defined relative to the direction of flight of each test run.Note 2.— When using advancing blade tip Mach number it should be computed using true airspeed,on-board outside air temperature (OAT), and rotor speed.

C-33CAEP-WP/32Appendix C8.3.5.6 For helicopters, the adjustment term ∆ 3, obtained according to 8.3.5.5 shall be addedalgebraically to the EPNL value calculated from the measured data as described in 8.3.6.8.3.6 Application of adjustment terms for simplified methodDetermine EPNL for reference conditions, EPNL r , using the simplified method, by adding the adjustmentterms identified in 8.3.2 through 8.3.5 to the EPNL calculated for measurement conditions as follows:EPNL r = EPNL + ∆ 1 + ∆ Peak + ∆ 2 + ∆ 38.3.7 Lateral noise asymmetryFor the determination of the lateral noise level for jet aeroplanes, asymmetry (see Chapter 3, 3.3.2.2) shallbe accounted for as follows:- if a symmetrical measurement point is opposite the point where the highest noise level isobtained, the certification noise level shall be the (arithmetical) mean of the noise levelsmeasured at these two points (see Figure A2-13 a) );- if not, it shall be assumed that the variation of noise with the height of the aeroplane is the sameon both sides (i.e. there is a constant difference of noise versus height on the two sides (see FigureA2-13 b) ). The certification noise level shall then be the maximum value of the mean betweenthese lines.8.4 Integrated method of adjustment8.4.1 General8.4.1.1 The integrated method consists of recomputing under reference conditions points in thePNLT time history corresponding to measured points obtained during the tests, and then computingEPNL directly for the new time history.8.4.1.2 The emission coordinates (time, X,Y, and Z) of the reference data point associated with eachPNLT r (k) shall be determined such that the acoustic emission angle θ on the reference flight path, relativeto the reference microphone, is the same value as the acoustic emission angle of the as-measured datapoint associated with PNLT(k).Note.— As a consequence, and unless the test and reference conditions are identical, the receptiontime intervals between the reference data points will typically neither be equally-spaced nor equal to onehalfsecond.8.4.1.3 The steps in the integrated procedure are as follows:

CAEP-WP/32Appendix C C-34a) The spectrum associated with each test-day data point, PNLT(k), is adjusted for sphericalspreading and attenuation due to atmospheric absorption, to reference conditions –see 8.4.2.1;b) A reference tone-corrected perceived noise level, PNLT r (k), is calculated for each one thirdoctave band spectrum – see 8.4.2.2;c) The maximum value, PNLTM r and first and last 10 dB-down points are determined from thePNLT r series – see 8.4.2.3 and 8.4.3.1;d) The effective duration, δt r (k), is calculated for each PNLT r (k) point, and the reference noiseduration is then determined – see 8.4.3.2, 8.4.3.3 and 8.4.3.4;e) The integrated reference condition effective perceived noise level, EPNL r , is determined by thelogarithmic summation of PNLT r (k) levels within the noise duration normalized to a duration of10 seconds – see 8.4.4; andf) A source noise adjustment is determined and applied – See 8.4.5.8.4.2 PNLT computations8.4.2.1 The measured values of SPL(i,k) shall be adjusted to the reference values SPL r (i,k) for thedifferences between measured and reference sound propagation path lengths and between measured andreference atmospheric conditions, by the methods of 8.3.2.1. Corresponding values of PNL r (k) shall becomputed as described in 4.2.8.4.2.2 For each value of PNL r (k), a tone correction factor C shall be determined by analysing eachreference value SPL r (i,k) by the methods of 4.3, and added to PNL r (k) to obtain PNLT r (k).8.4.2.3 The maximum reference condition tone corrected perceived noise level, PNLTM r , shall beidentified, and a new reference condition bandsharing adjustment, ∆ Br , shall be determined and applied asdescribed in 4.4.2.Note.— Due to differences between test and reference conditions, it is possible that the maximumPNLT r value will not occur at the data point associated with PNLTM. The determination of PNLTM r isindependent of PNLTM.8.4.3 Noise Duration8.4.3.1 The limits of the noise duration shall be defined as the 10 dB-down points obtained from theseries of reference condition PNLT r (k) values. Identification of the 10 dB-down points shall be performedin accordance with 4.5.1. In the case of the integrated method the first and last 10 dB-down points shall bedesignated as k Fr and k Lr .8.4.3.2 The noise duration for the integrated reference condition shall be equal to the sum of theeffective durations, δt r (k), associated with each of the PNLT r (k) data points within the 10 dB-downperiod, inclusive.

C-35CAEP-WP/32Appendix C8.4.3.3 The effective duration, δt r (k), shall be determined for each PNLT r (k) reference conditiondata point as follows:where:δt r (k) = [ ( t r (k) - t r (k-1) ) + ( t r (k+1) - t r (k) ) ] / 2- t r (k) is the time associated with PNLT r (k);- t r (k-1) is the time associated with PNLT r (k-1), the data point preceding PNLT r (k); and- t r (k+1) is the time associated with PNLT r (k+1), the data point following PNLT r (k).Note 1.— Due to differences in flight path geometry, airspeed, and sound speed between test andreference conditions, the times, t r (k), associated with the PNLT r (k) points projected to the reference flightpath are likely to occur at varying, non-uniform time intervals.Note 2.— Relative values of time t r (k) for the reference data points can be determined by using thedistance between such points on the reference flight path, and the reference aircraft airspeed V r .Note 3.— Doc 9501, Volume I, provides additional guidance for one method for performing theintegrated procedure, including the determination of effective durations, δt r (k), for the individual datapoints of the reference time history.8.4.4 Calculation of integrated reference condition EPNL8.4.4.1 The equation for calculating reference condition EPNL using the integrated method, EPNL r ,is similar to the equation for test-day EPNL given in 4.6. However, the numerical constant related to onehalfsecond intervals is eliminated, and a multiplier is introduced within the logarithm to account for theeffective duration of each PNLT r (k) value, δt r (k) :where:EPNLkLr1 0.1PNLTr( k )= 10log ∑ 10 tr(k)Tδr0 kFr- the reference time, T 0 , is 10 seconds;- k Fr and k Lr are the first and last 10 dB-down points as defined in 8.4.3.1; and- δt r (k) is the effective duration as defined in 8.4.3.3 of each reference condition PNLT r (k)value.8.4.5 Source noise adjustment

CAEP-WP/32Appendix C C-368.4.5.1 Finally, a source noise adjustment shall be determined by the methods of 8.3.5, and addedto the EPNL r determined in 8.4.4.1.8.4.5.2 For jet aeroplanes, noise data acquired from measurements conducted at test site locations ator above 366 m (1200 ft) above mean sea level (MSL) shall in addition be adjusted for the effects on jetsource noise.Note.— A procedure for determining the adjustment for the effects on jet source noise is given in thesection of Doc 9501; Volume I, concerning noise data adjustments for test at high altitude sites.

C-37CAEP-WP/32Appendix CInsert the following figures into the text of Appendix 2 where appropriate:FXK 2LABCK 4K 2RFigure A2-4. Reference aeroplane lateral full-power profile characteristics

CAEP-WP/32Appendix C C-38F(in case of no thrustreduction)FDEABCK 1Figure A2-5. Reference aeroplane flyover profile characteristics

C-39CAEP-WP/32Appendix CGHIJK 3OFigure A2-6. Reference aeroplane approach profile characteristics

CAEP-WP/32Appendix C C-40XFABK 1 ''TNK 1MK 1 'Figure A2-7. Reference helicopter take-off profile characteristics

C-41CAEP-WP/32Appendix CD W EK 2 ''RK 2SK 2 'Figure A2-8. Reference helicopter overflight profile characteristics

CAEP-WP/32Appendix C C-42GHK 3 ''IP K 3 UJK 3 'Figure A2-9. Reference helicopter approach profile characteristics

C-43CAEP-WP/32Appendix CXMeasured flight pathYQθMeasured ground trackKExtended runway centre linea – Measured flight pathX rQ rθY rReference flight pathReference ground track alongextended runway centre lineK rb – Reference flight pathFigure A2-10. Profile characteristics influencing noise level for microphone locatedbeneath the flight path.

CAEP-WP/32Appendix C C-44XQMeasured flight path YθMeasured ground trackψExtended runway centre lineKParallel to the runway centre linea – Measured flight pathReference flight pathY rQ rX rθq rRunway centre lineψ rK rParallel to the runway centre line at specified distanceb – Reference flight pathFigure A2-11. Profile characteristics influencing noise level for laterally displaced microphone.

C-45CAEP-WP/32Appendix CEPNLCurve corrected to all otherrelevant reference conditionsΔ 3TestReferenceFigure A2-12. Source noise adjustmentμμ rEngine controlparameter

CAEP-WP/32Appendix C C-46a) b)EPNLEPNLFigure A2-13. Lateral Aeroplane asymmetry altitude adjustmentsAeroplane altitude

C-47CAEP-WP/32Appendix CSee Work Items N.15, N.16 and N.21APPENDIX 3. NOISE EVALUATION METHOD FOR NOISE CERTIFICATION OFPROPELLER-DRIVEN AEROPLANES NOT EXCEEDING 8 618 kg — APPLICATIONFOR TYPE CERTIFICATE SUBMITTED BEFORE 17 NOVEMBER 1988Applicationfor Type Certificate submitted before 17 November 1988. . .. . .. . .4. REPORTING OF DATA TO THE CERTIFICATING AUTHORITYAND CORRECTION OF MEASURED DATA4.2 Data correction4.2.1 Correction of noise at source4.2.1.2 At a propeller helical tip Mach number at or below 0.70 no correction is required if the testhelical tip Mach number is within 0.014 of the reference helical tip Mach number. At a propeller helicaltip Mach number above 0.70 and at or below 0.80 no correction is required if the test helical tip Machnumber is within 0.007 of the reference helical tip Mach number. Above a helical tip Mach number of0.80 no correction is required if the helical tip Mach number is within 0.005 of the reference helical tipMach number. If the test power at any helical tip Mach number is within 10 per cent of the referencepower, no correction for source noise variation with power is required. No corrections are to be made forpower changes for fixed pitch propeller-driven aeroplanes. If test propeller helical tip Mach number andpower variations from reference conditions are outside these constraints, corrections based on datadeveloped using the actual test aeroplane or a similar configured aeroplane with the same engine andpropeller operating as the aeroplane being certificated shall be used as described in Section 4.1 of theEnvironmental Technical Manual on the Use of Procedures in the Noise Certification of Aircraft (thesection of Doc 9501, Volume I, concerning source noise adjustments for aeroplanes evaluated under thisappendix).. . .. . .4.3 Validity of results4.3.2 The samples shall be large enough to establish statistically a 90 per cent confidence limit notexceeding ±1.5 dB(A). No test result shall be omitted from the averaging process, unless otherwisespecified by the certificating authority.

CAEP-WP/32Appendix C C-48Note.— Methods for calculating the 90 per cent confidence interval are given in Appendix 1 thesection of Doc 9501, Volume I, concerning the calculation of confidence intervals.See Work Items N.15, N.16 and N.21APPENDIX 4. EVALUATION METHOD FOR NOISE CERTIFICATIONOF HELICOPTERS NOT EXCEEDING 3 175 kg MAXIMUMCERTIFICATED TAKE-OFF MASS. . .3. NOISE UNIT DEFINITION. . .3.3 The above integral can be approximated from periodically sampled measurement as:1L AE = 10 logT( t 2 t1)( 0.1L () t )n∑ −0 t = 110AL AE = 10 logT1∑ kL 0 kF100.1L A( k )Δtwhere L A (t) L A (k) is the time varying A-frequency-weighted S-time-weighted sound level measured at thek th instant of time, and n is the number of samples per second, k F and k L are the first and last increment ofk, and Δt is the time increment between samples.. . .. . .. . .5. ADJUSTMENT TO TEST RESULTS5.2 Corrections and adjustments5.2.3 The adjustment for the difference between reference airspeed and adjusted reference airspeedis calculated from:⎛Var⎞10 log dB⎝ Vr ⎠Δ 2 = 10⎜ ⎟

C-49CAEP-WP/32Appendix Cwhere Δ 2 is the quantity in decibels that must be algebraically added to the measured SEL noise level tocorrect for the influence of the adjustment of the reference airspeed on the duration of the measuredflyover event as perceived at the noise measurement station. Vr is the reference airspeed as prescribedunder Part II, Chapter 11, 11.5.2, and Var is the adjusted reference airspeed as prescribed in 2.4.1 2.4.2 ofthis appendix.6. REPORTING OF DATA TO THE CERTIFICATING AUTHORITYAND VALIDITY OF RESULTS. . .. . .6.3 Validity of results6.3.2 The sample shall be large enough to establish statistically a 90 per cent confidence limit notexceeding ±1.5 dB(A). No test results shall be omitted from the averaging process unless approved by thecertificating authority.Note.— Methods for calculating the 90 per cent confidence interval are given in Appendix 1 of theEnvironmental Technical Manual on the Use of Procedures in the Noise Certification of Aircraft (thesection of Doc 9501, Volume I, concerning the calculation of confidence intervals).See Work Item N.16APPENDIX 6. NOISE EVALUATION METHOD FOR NOISE CERTIFICATION OFPROPELLER-DRIVEN AEROPLANES NOT EXCEEDING 8 618 kg — APPLICATIONFOR TYPE CERTIFICATE SUBMITTED ON OR AFTER 17 NOVEMBER1988Application for Type Certificate or certification of Derived Version submitted on orafter 17 November 1988See Work Item N.16Replace Attachment E as follows:

CAEP-WP/32Appendix C C-50

C-51CAEP-WP/32Appendix CSee CAEP-SG/20071-SD/3, 6.16. . .ATTACHMENT F. GUIDELINES FOR NOISE CERTIFICATIONOF TILT-ROTOR AIRCRAFT6.1.6 In 6.2 d), 6.3 d) and 6.4 c), the maximum normal operating rpm should be taken as the highestrotor speed for each reference procedure corresponding to the airworthiness limit imposed by themanufacturer and approved by the certificating authority. Where a tolerance on the highest rotor speed isspecified, the maximum normal operating rotor speed should be taken as the highest rotor speed aboutwhich that tolerance is given. If the rotor speed is automatically linked with the flight condition, themaximum normal operating rotor speed corresponding with that the reference flight condition should beused during the noise certification procedure. If the rotor speed can be changed by pilot action, the highestmaximum normal operating rotor speed specified in the flight manual limitation section for power-onconditions the reference conditions should be used during the noise certification procedure for thecorresponding flight condition.— — — — — — — —

CAEP-WP/32Appendix DAPPENDIX DCLARIFICATION ON PROPOSED AMENDMENT TO ANNEX 16, VOLUME INo. Affected Paragraph Clarification1 Part I. Definitions The proposed changes are related to Work Item N.16 (Applicability language).Project N.16 is concerned with the clarification of the intent of the applicability provisions of Annex 16, Volume I. Thework has addressed the following issues:1. The repetitious references in many of the chapters to “another equivalent prescribed procedure”;2. The need to differentiate between applications for the approval of new types (type certificates) andchanges to type designs (“derived versions”);3. The need to harmonize the language of the applicability provisions in the various chapters, andthereby improve clarity;4. The need to clarify the intent of the applicability provisions in respect of the appropriateamendment level of Annex 16, Volume I and revision number of the Environmental TechnicalManual to be used;5. The need to simplify the applicability provisions for propeller driven aeroplanes; and6. The need to clarify the exemption provisions for aircraft specifically designed and used foraerobatic, agricultural, fire-fighting or external load carrying purposes.With each new revision of Annex 16, Volume I the applicability provisions have been revised to accommodate newchapters and situations. The result is that in the current amendment of Annex 16, Volume I (Amendment 9) theseprovisions are unnecessarily complex and lack clarity. Much of the text is redundant and serves no useful purpose (e.g.the references in Chapters 3 and 5 to aeroplanes for which Chapters 6 or 10 are applicable).Extensive revisions to Chapter 1 of Annex 16, Volume I are recommended to address items 1, 2 and 4.• These revisions separately address applications for new types and derived versions, noting that in

CAEP-WP/32Appendix D D-2No. Affected Paragraph Clarificationmost, though not all cases the Standard to be applied to a new type is also the Standard to beapplied to derived versions of that type;• The applicability of the Standard to be applied to new types is written in terms of the date theapplication for the type certificate was submitted to the state of design;• Where there are specific provisions for derived versions the applicability of the Standard is writtenin terms of the date the application for the certification of the change in type design was submittedto the Contracting State that first certified the change in type design;• The recommended text regarding the amendment level to be used is a logical consequence of thefact that each new edition of Annex 16, Volume I incorporates all previous amendments and, onthe date it becomes applicable, supersedes all previous editions.Concerning Item 3 (see above) it is recommended that the applicability provisions of Chapters 2, 3, 4, 5, 6, 8, 10 and 11are revised as proposed. The revisions harmonize the provisions such that common language is used across the variouschapters when referring to the same thing (e.g. applications for approval of new types or derived versions). In additionreferences to “another equivalent (application) prescribed procedure was carried out by the certificating authority” canbe removed since this reference is already made in Chapter 1.Concerning Item 5 (see above) it is recommended that the applicability provisions of Chapters 3 and 5, andAttachment E of the Annex, are revised as proposed. Since the introduction of Standards for “light” propeller-drivenaeroplanes (Chapters 6 and 10) the definitions of “light” and “heavy” have changed many times. To accommodate thesechanges the applicability provisions of the affected chapters have been amended to the point where today they arecomplex and difficult to interpret.One example of the complexity is that currently in Chapters 3 and 5 there are exemptions for any aeroplane for whichthe standards of Chapters 6 or 10 are applicable. This exemption is today redundant and in the recommended changesthese exemptions are removed. It should be noted that no changes to the applicability provisions of Chapters 6 and 10are needed.Propeller-driven aeroplanes and helicopters specifically designed for certain uses (e.g. aerobatic, agricultural, firefightingand external load carrying) are specifically exempted from the application of some of the chapters of

D-3CAEP-WP/32Appendix DNo. Affected Paragraph ClarificationAnnex 16, Volume I. The manner in which each of the chapters describe this exemption is not consistent and istherefore open to different interpretations by Contracting States. It is recommended to revise these exemption clausesand to consistently refer, where necessary, to aircraft “specifically designed and used for (e.g. fire-fighting) purposes”.The CAEP Steering Group at its third meeting in June 2009 agreed with the principles expressed in the proposed textfor revisions to Annex 16, Volume I and recommended it for CAEP approval (see 2.4.4 of CAEP-SG/20093-SD/4).2 Part II. Chapter 1, 1.10 to1.133 Part II. Chapter 2.Headline and 2.14 Part II. Chapter 2. Note to2.6.2.3The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes in the Annex are related to Work Item N.21 (New Environmental Technical Manual) as follows:• Reference to the New Environmental Technical Manual (ETM) given in the Annex needed to be updated andclarified.• An ETM for Emissions will be established at CAEP/8 as Volume II. Therefore, the title of the “noise ETM” ischanged to “Environmental Technical Manual on the Use of Procedures in the Certification of Aircraft and AircraftEngines (Doc 9501, Volume I)”. Reference in the Annex to ETM guidance material is changed to “Doc 9501,Volume I”.The CAEP Steering Group at its third meeting in June 2009 concurred with the proposed changes (see 2.6.1 of CAEP-SG/20093-SD/4).5 Part II. Chapter 3.Headline, 3.1 and 3.36 Part II. Chapter 3.3.6.2(d)The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes are related to Work Item N.18 (CS-23 take-off speed).The regulations for airworthiness certification (CS-23/Part23) do not require derivation of the take-off speed in terms ofV2 for small jet airplanes during airworthiness demonstration tests. However, take-off speed in terms of V2 is needed intake-off noise demonstration according to Chapters 3 and 4 of Annex 16, Volume I.

CAEP-WP/32Appendix D D-4No. Affected Paragraph ClarificationIn investigating this issue, WG1 determined that the take-off speeds derived under the airworthiness certificationrequirements for small jet airplanes may, in some cases, make no reference to V2, and in other cases, the certificatingauthorities may apply the “Commuter Category” takeoff speed requirements contained in the EASA and U.S. FAAairworthiness certification regulations. In the latter case, the takeoff speeds are derived in terms of the V2 applicable tothe Commuter Category. WG1 determined that the noise certification take-off reference speed should be based on theairworthiness certification take-off speeds. Therefore, in taking into account the possibility of a small jet aeroplaneairworthiness certification based upon either the V2 derived under the “Commuter Category” requirements, or wherethe airworthiness certification requirements make no reference to V2, it is recommended that the noise certificationtakeoff speed requirements contained in Annex 16, Volume I, Chapter 3, 3.6.2(d) be revised as shown.The CAEP Steering Group at its third meeting in June 2009 concurred with the proposed changes (see 2.6.1 of CAEP-SG/20093-SD/4).7 Part II. Chapter 3. 3.7.3 The proposed changes are related to Work Item N.15 (Investigate improvements within Annex 16, Volume I).Several areas of Appendix 2 of Annex 16, Volume I concerning the specifications and guidance for the measurementand analysis of aircraft noise were identified for possible improvements. Six subtasks were identified within ProjectN.15, and substantial progress has been made.An ad-hoc group has developed proposals representing substantial improvements of Annex 16, Volume I, and relatedguidance for the Environmental Technical Manual. In all cases, none of the recommended changes are considered tohave stringency implications, nor alter current consensus on the intent of the existing material in Annex 16, Volume I,or of related policy by any of the member state authorities. Changes have been limited to improvements in readabilityand clarification of previously vague or incomplete guidance. Revisions of Annex 16, Volume I related to four of thesubtasks are recommended.The proposed revisions include: the calculation of EPNL (Sections 4.1 and 4.4 through 4.6 of Appendix 2 of Annex 16,Volume I); the adjustment of aircraft noise data to reference conditions using the simplified and integrated methods(Sections 8 and 9 have been combined into a single Section 8 in Appendix 2); measurement and characterization ofatmospheric sound attenuation (Section 2.2.2 of Appendix 2); and miscellaneous technical issues and editorial errors inAnnex 16, Volume I (Section 3.7.3 of Chapter 3, Section 5.7.3 of Chapter 5, Note 3 of Section 1 of Appendix 2,

D-5CAEP-WP/32Appendix DNo. Affected Paragraph ClarificationSections 2.3.3, 3.10.2, 4.2, 4.3.1 and 5.4.2 of Appendix 2, Sections 4.2.1.2 and 4.3.2 of Appendix 3, and Sections 3.3,5.2.3, and 6.3.2 of Appendix 4).The CAEP Steering Group at its third meeting in June 2009 concurred with the proposed changes (see 2.6.1 of CAEP-SG/20093-SD/4).8 Part II. Chapter 3. Note to3.7.69 Part II. Chapter 4.Headline and 4.110 Part II. Chapter 4. Note to4.1.111 Part II. Chapter 5.Headline and 5.1The proposed changes are related to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes are related to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.16 (see No. 1).12 Part II. Chapter 5. 5.7.3 The proposed changes are related to Work Item N.15 (see No. 7).13 Part II. Chapter 5. Note to5.7.614 Part II. Chapter 6.Headline and 6.115 Part II. Chapter 6. Note to6.5.3The proposed changes are related to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes are related to Work Item N.21 (see No. 4).16 Part II. Chapter 8. 8.1 The proposed changes are related to Work Item N.16 (see No. 1).17 Part II. Chapter 8. Note to8.7.1118 Part II. Chapter 10.Headline and 10.1The proposed changes are related to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.16 (see No. 1).19 Part II. Chapter 10. Note The proposed changes are related to Work Item N.21 (see No. 4).

CAEP-WP/32Appendix D D-6No. Affected Paragraph Clarificationto 10.6.420 Part II. Chapter 11. 11.1 The proposed changes are related to Work Item N.16 (see No. 1).21 Part II. Chapter 11. Noteto 11.6.922 Part II. Chapter 12. 12.1and headline of 12.223 Part II. Chapter 12. Noteto 12.2The proposed changes are related to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.16 (see No. 1).The proposed changes are related to Work Item N.06 (SST standards).At the present stage Chapter 12 still contains a note that recommends the noise levels of Chapter 3 to be used asguidelines for supersonic aeroplanes, while the standard applicable to current new subsonic aeroplanes is the morestringent Chapter 4. The CAEP Steering Group at its last meeting in June 2009 considered it appropriate to include arevised note (text as proposed by WG1) in a consolidated proposed text for amendment to Annex 16, Volume I to bepresented to CAEP/8 (see paragraph 2.5.2 of CAEP-SG/20093-SD/4).24 Appendix 1. Headline The proposed changes are related to Work Item N.16 (see No. 1).25 Appendix 1. Note to 2.1 The proposed changes are related to Work Item N.21 (see No. 4).26 Appendix 2. Headline The proposed changes are related to Work Item N.16 (see No. 1).27 Appendix 2. Note 3 to 1,2.2.2.1, 2.2.2.2 to 2.2.2.6,2.3.3, 3.10.2, 4.1,Step 1 in 4.2, Note to 4.2,Step 10 in 4.3.1,4.4 to4.6,Note to 5.4.2,8 and 928 Appendix 2.Note to 2.1, 3.10.2,Step 1 in 4.2, Note to 4.2,Step 10 in 4.3.1The proposed changes are related to Work Item N.15 (see No. 7).The proposed changes are related to Work Item N.21 (see No. 4).

D-7CAEP-WP/32Appendix DNo. Affected Paragraph Clarificationand Note to 5.4.229 Appendix 3. Headline The proposed changes are related to Work Item N.16 (see No. 1).30 Appendix 3. 4.2.1.2 andNote to 4.3.231 Appendix 4. 3.3, 5.2.3and Note to 6.3.2The proposed changes are related to Work Item N.15 (see No. 7) and to Work Item N.21 (see No. 4).The proposed changes are related to Work Item N.15 (see No. 7).32 Appendix 4. Note to 6.3.2 The proposed changes are related to Work Item N.21 (see No. 4).33 Appendix 6. Headline The proposed changes are related to Work Item N.16 (see No. 1).34 Attachment E The proposed changes are related to Work Item N.16 (see No. 1).Attachment E of the Annex concerning the “Applicability of Annex 16 Noise Certification Standards for Propeller-Driven Aeroplanes” was introduced in Amendment 4 of the Annex. The attachment is intended to aid the interpretationof the complex applicability provisions within the chapters themselves. With the simplification of these provisionsbeing recommended herein consideration was given to the need for this attachment. It is recommended to retain theattachment albeit in a slightly modified form to reflect the changes being recommended to the applicability provisionsin the various chapters.The CAEP Steering Group at its third meeting in June 2009 concurred with the proposed changes (see 2.6.1 of CAEP-SG/20093-SD/4).35 Attachment F. 6.1.6 The proposed change for tilt-rotors is to bring in line language with already adopted textual changes to Chapters 8 and 11 ofAnnex 16, Volume I for helicopters to clarify that the maximum rotor rpm corresponding with the reference flight conditionshall be used during the noise certification procedure. This proposal was approved at the first CAEP Steering Group meetingin November 2007 (see CAEP-SG/2007-SD/3, 6.1.6).— END —