Integrated Noise Model Accuracy for General Aviation Aircraft (2014) / Chapter Skim
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Pages 61-68
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From page 61... ...
9 Suggested Implementation Plan ATM Implementation Options 9.1 As shown in Section 8, underlying changes to GA jet thrust settings must be applied to match observations in both aircraft profile altitudes and noise levels. Using the Assumed Temperature Method as a guide to adjust the thrust is the most direct and consistent method for altering thrust levels.
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From page 62... ...
GA jets to be modeled. The guidelines will describe the use of an assumed temperature that will provide the profile, which is then run at the modeling temperature.
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From page 63... ...
Update procedure profile database: Once the reduced thrust levels for the ATM departure profiles have been determined with the updated thrust jet database, the standard procedural departure steps would need to be reviewed for compatibility with reduced thrust. Due to the more gradual climb out rates, the thrust cutback points specified for the standard profiles are no longer likely to be applicable.
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From page 64... ...
Table 30 INM calc_prof_pts.dbf for ATM2 profile Step 3: Repeat Steps 1 and 2 for different Assumed Temperatures defined for C_ATM2 until a suitable target initial departure roll distance (as specified in the DISTANCE column for PT_NUM=2) is achieved or a target altitude at a given track distance is reached.
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From page 65... ...
occur, INM profiles using the smaller more discrete intervals between profile steps available from the flight path report better capture the flown profile. Step 1: The same processes outlined in Steps 1 through 3 for the Profile Graphs method can be repeated, even using the same Profile Graphs output to determine the target level to match in order to define the assumed temperature.
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From page 66... ...
Table 33 INM flight.txt data for example ATM2 profile Table 34 INM flight.txt to prof_pts.dbf data mapping AIRPLA OPERATIONS 0 acft_id = LEAR35 eng_type = J (Jet,Turboprop,Piston) stat_thrust = 3500 (Pounds)
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From page 67... ...
Table 35 prof_pts.dbf data for final ATM2 profile using flight path report Implementation Costs 9.3 9.3.1 ATM1 For aircraft still in production, the first step in the development of ATM1 profiles would be the creation of a revised requirement document analogous to what is currently requested of manufacturers to provide INM input data, including the thrust coefficients, at time of aircraft certification. This document will include a description of the reduced thrust profile to be flown.
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From page 68... ...
are required, costs will be for collection and harmonization of reported thrust use and climb rates (pilots will not all necessarily use identical procedures for a given aircraft type) , regression of results to determine speed coefficients, and validation of resulting profiles.
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