Noise Certification Workshop
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- Stewart Booth
- 5 years ago
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1 AN OPERATOR VIEWPOINT Bangkok, November 6 and 7th
2 Key Points Re-certification is a current process Re-certification may distort competition Noise documentation is requested to be accurate Accurate noise documentation requests flexibility Bangkok, November 6 and 7th
3 Main Principles Re-certification: Equal treatment Minimum cost Documentation: Low administrative burden Simplicity while accuracy and flexibility Bangkok, November 6 and 7th
4 An experience of re-certification In 1997, noise energy cap in CDG In 1998, limitation of maximum flap deviation on AF Chapter 2 aircraft: 17 B and 4 B , in a subsonic fleet of 196. Use of frangible device certification measurement campaign in France: -3.2EPNdB instead of -4 Bangkok, November 6 and 7th
5 Distortion of competition : the last one retired in early 2000 Chapter 2 in the French register: prohibited at night and progressively banned at CDG after Non Stage 3 banned in USA in 1999 Stage 3 with flap limited but non Chapter 3 Non Ch 3 AF sold and operated as US registered aircraft without any restrictions as Ch 3 in CDG International re-certification standard: CAEP6 Bangkok, November 6 and 7th
6 Other Experiences Progressive ban of Ch 3 5 aircraft at CDG (cumulative margin < 5EPNdB) During night, after 2000: limitation of flap deviation of B freighter during 9 months During the remaining of the day, after 2004: limited flap deviation and reduced mass after 2008 Restriction slows fleet renewing Ch 3 to Ch 4 re-certification contemplated for 200 aircraft: no modification Bangkok, November 6 and 7th
7 To-day noise documentation Complete noise documentation is in the AFM and AFM is not on board Most on board documentation do not show certified levels Most shows the maximum MTOW for which the type complies ( purchased( purchased MTOW): no updating ICAO Annex 16 now recommends to carry individual full noise documentation Bangkok, November 6 and 7th
8 Individual noise documentation on board Individual aircraft changes from time to time: at least, seasonal masse change and, sometime, engine rating change Individual noise documentation need to be updated: administrative workload ICAO provides 3 options Bangkok, November 6 and 7th
9 Examples of option 1 Bangkok, November 6 and 7th
10 An example of option 3 The first document is an excerpt of the option 1 single document (numbered data) It states the compliance of the individual aircraft Bangkok, November 6 and 7th
11 Second document : the AOM, A320 family example The AOM is carried on board On one page of the AOM: the configuration of each individual aircraft Bangkok, November 6 and 7th
12 Second document: (continued) Following pages: levels according to configuration Same numbered data as in option 1 CAA approved Bangkok, November 6 and 7th
13 Third document Regulatory document, part of the AOM and traced Carried on board It shows the maximum masses of the serial number Bangkok, November 6 and 7th
14 Conclusion Same data in the 3 options Accurate levels of individual aircraft carried on board to be read by non expert: Noise documentation in the AOM Updating approval by the authority should bring minimal burden Bangkok, November 6 and 7th
15 Bangkok, November 6 and 7th
16 Bangkok, November 6 and 7th
17 Bangkok, November 6 and 7th
18 Bangkok, November 6 and 7th
19 Bangkok, November 6 and 7th
20 Bangkok, November 6 and 7th
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[Federal Register Volume 83, Number 154 (Thursday, August 9, 2018)] [Rules and Regulations] [Pages 39326-39331] From the Federal Register Online via the Government Publishing Office [www.gpo.gov] [FR Doc
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[Federal Register: April 23, 2008 (Volume 73, Number 79)] [Rules and Regulations] [Page 21811-21813] From the Federal Register Online via GPO Access [wais.access.gpo.gov] [DOCID:fr23ap08-2] DEPARTMENT