- Y Diweddaraf sydd Ar Gael (Diwygiedig)
- Pwynt Penodol mewn Amser (31/01/2020)
- Gwreiddiol (Fel y’i mabwysiadwyd gan yr UE)
Commission Directive (EU) 2015/996 of 19 May 2015 establishing common noise assessment methods according to Directive 2002/49/EC of the European Parliament and of the Council (Text with EEA relevance)
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This type of segment is defined by the aeroplane's calibrated airspeed, flap setting, and the height and bank angle at its end, together with the headwind speed (default 8 kt). As for any segment, the segment start parameters including corrected net thrust are put equal to those at the end of the preceding segment — there are no discontinuities (except of flap angle and bank angle which, in these calculations, are allowed to change in steps). The net thrusts at the segment end are first calculated using the appropriate equation from B-1 to B-5. The average geometric climb angle g (see Figure B-1) is then given by
where the over-bars denote mid-segment values (= average of start-point and end-point values — generally the mid-segment values) and
is a speed-dependent constant equal to 1,01 when VC ≤ 200 kt or 0,95 otherwise. This constant accounts for the effects on climb gradient of climbing into an 8-knot headwind and the acceleration inherent in climbing at constant calibrated airspeed (true speed increases as air density diminishes with height).
is the ratio of the aeroplane's drag coefficient to its lift coefficient appropriate to the given flap setting. The landing gear is assumed to be retracted.
Bank angle, radians
The climb angle is corrected for headwind w using:
where γw is the average climb angle corrected for headwind.
The distance that the aeroplane traverses along the ground track, Δs, while climbing at angle γ w , from an initial altitude h 1 to a final altitude h 2 is given by
As a rule, two distinct phases of a departure profile involve climb at constant airspeed. The first, sometime referred to as the initial climb segment is immediately after lift-off, where safety requirements dictate that the aeroplane is flown at a minimum airspeed of least the takeoff safety speed. This is a regulated speed and should be achieved by 35 ft above the runway during normal operation. However, it is common practice to maintain an initial climb speed slightly beyond the takeoff safety speed, usually by 10-20 kt, as this tends to improve the initial climb gradient achieved. The second is after flap retraction and initial acceleration, referred to as continuing climb.
During the initial climb, the airspeed is dependent on the takeoff flap setting and the aeroplane gross weight. The calibrated initial climb speed VCTO is calculated using the first order approximation:
where C is a coefficient appropriate to the flap setting (kt/√lbf), read from the ANP database.
For continuing climb after acceleration, the calibrated airspeed is a user input parameter.
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