Direct Electrolytic Reduction of SnO2 in Molten CaCl2-CaO as a Surrogate System for the Electrolytic Reduction of Low Melting Point Actinide Oxides
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Greenhouse gas emissions reduction strategies that maximize portfolio-wide life cycle cost reduction, resilience, and environmental justice benefits
While strategies to achieve net-zero emissions at an individual site are well understood, new analysis methods are required for organizations seeking to achieve net-zero across multiple facilities, each with concurrent priority goals. At a portfolio level, distinct locations present varied challenges that cannot be addressed through singular solutions, and competing goals can take precedence with the assumption that net-zero emissions strategies deter from energy resilience and cost savings, therefore negatively impacting nearby communities. This study tests these assumptions by analyzing 16 diverse sites (varying in size, climate, and energy use) to identify strategies that reduce emissions and assess the impact these strategies have on life cycle costs, resilience, and communities with environmental justice concerns. Methods were developed to approximate missing information essential to net-zero evaluation. Established methods were augmented to evaluate life cycle costs, resilience, and environmental justice impacts across a set of strategies and accommodate the multi-criteria analyses. Potential benefits from identified strategies were quantified using site characteristics and a set of corresponding metrics. The net-zero analysis found that 11 sites could use on-site strategies to eliminate all but 2% of emissions generated. The remaining emissions can be offset, for instance through sequestration, executed at the portfolio scale. On-site carbon-free energy was found to reduce 51% of emissions across all sites; efficiency reduced 19% of emissions; sequestration 16%; procured carbon-free energy 15%; fuel switching 1.6%; and fleet electrification 1.3%. Building electrification, however, increased emissions by 4.4%. Different strategies also provide cost, resilience, and/or environmental justice benefits—the degree to which varies with individual site conditions. The findings indicate an advantage to considering the strategies as a comprehensive set, which leads to co-benefits, both in the ability to achieve net-zero goals and in advancing other goals. The results present the case for comprehensive advanced planning at the portfolio level to prioritize investments that will balance the minimization of emissions and life cycle cost with the maximization of resilience and environmental justice benefits. The novel methods for evaluation and integration, valuation of benefits, and consideration at the portfolio scale allow organizations to select investments that simultaneously address multiple key priorities.
Net-Zero Emissions↗
Reduction of microbial dissemination, germicidal activity of ethylene oxide, reduction of microbial contamination on surfaces, evaluation of leakage of microbial contamination from space suits Quarterly summary report no. 7
Measurement techniques for determining microbial contamination from occupied space suits
CONTAMINATION↗
Advanced subsonic Technology Noise Reduction Element Separate Flow Nozzle Tests for Engine Noise Reduction Sub-Element
Contents of this presentation include: Advanced Subsonic Technology (AST) goals and general information; Nozzle nomenclature; Nozzle schematics; Photograph of all baselines; Configurations tests and types of data acquired; and Engine cycle and plug geometry impact on EPNL.
Saiyed, Naseem H.↗
Multifunctional Low-Pressure Turbine for Core Noise Reduction, Improved Efficiency, and Nitrogen Oxide (NOx) Reduction
This work studied the feasibility of using Helmholtz resonator cavities embedded in low-pressure-turbine (LPT) airfoils to (1) reduce core noise by damping acoustic modes; (2) use the synthetic jets produced by the liner hole acoustic oscillations to improve engine efficiency by maintaining turbulent attached flow in the LPT at low-Reynolds-number cruise conditions; and (3) reduce engine nitrogen oxide emissions by lining the internal cavities with materials capable of catalytic conversion. Flat plates with embedded Helmholtz resonators, designed to resonate at either 3000 or at 400 Hz, were simulated using computational fluid dynamics. The simulations were conducted for two inlet Mach numbers, 0.25 and 0.5, corresponding to Reynolds numbers of 90 000 and 164 000 based on the effective chordwise distance to the resonator orifice. The results of this study are (1) the region of acoustic treatment may be large enough to have a benefit; (2) the jets may not possess sufficient strength to reduce flow separation (based on prior work by researchers in the flow control area); and (3) the additional catalytic surface area is not exposed to a high velocity, so it probably does not have any benefit.
Miller, Christopher J.↗
Anti-Phase Vortex Reduction Control for Rotor Noise Suppression
An investigation is conducted in 2019 under the NASA Ames Center Innovation Funds (CIF) project entitled “Anti-Phase Vortex Reduction Control for Rotor Noise Suppression“ to experimentally validate an anti-phase rotor noise suppression concept. The first objective of the investigation is to conduct computational fluid dynamics (CFD) simulations to investigate the noise characteristics of several anti-phase rotor designs. The second objective is to conduct a series of acoustic tests of anti-phase rotors in an anechoic chamber at Pennsylvania State University (PSU) to evaluate the merit of the anti-phase rotor concept. The CFD investigation seeks to optimize the anti-phase alternating trailing edge patterns for rotor noise suppression. The design objective is to maximize the noise reduction while maintaining the aerodynamic thrust. The investigation is performed using a three-dimensional (3D) Unsteady Reynolds-Averaged Navier-Stokes (URANS) commercial solver STAR-CCM+ together with the Ffowcs-Williams and Hawkings (FW-H) formula to obtain the aerodynamic thrust and far-field noise level. An acoustic study is conducted for 13 anti-phase design candidates based on a proprietary rotor design. The CAD geometry of the rotor is furnished by PSU. These design candidates include different alternating trailing edge (TE) waveforms, TE segment lengths, TE deflection amplitudes, and transition characteristics. The best design candidate among those explored is an anti-phase rotor that has a four-period TE waveform which results in a reduction in far-field noise level of 2.1 dB in the hover condition and a reduction of 1.1 dB in the forward flight condition at 9.7 m/s. A further acoustic study is conducted for a different rotor manufactured by APC. Five APC rotor design candidates are simulated. The best anti-phase design candidate for the APC rotor results in a reduction in far-field noise level of 4.0 dB in the hover condition. An in-phase design candidate is also studied. This in-phase design provides a noise reduction of 2.5 dB. A series of acoustic experiments in the PSU anechoic chamber have been conducted in July 2019 and October 2019. Both anti-phase and in-phase rotors fabricated for the left-hand and right-hand rotations are tested. In the hover condition, all the rotors do not provide sufficient evidence of improved acoustic performance. However, the experimental data in the hover condition are deemed to be inconclusive due to the flow recirculation in the anechoic chamber caused by the rotor downwash. In the forward flight condition at 9.7 m/s, the anti-phase right-hand rotor produces a noise reduction by as much as 6.5 dB in the frequency range of 2000-4000 Hz, while the in-phase right-hand rotor produces a noise reduction by as much as 5 dB in the same frequency range. Both the anti-phase and in-phase left hand rotors offer no evidence of noise reduction. The difference in the acoustic performance of the left-hand and right-hand rotors could be explained by the location of the microphone array which is placed to the left side of the rotors. This microphone array location could create a bias in the sound pressure level in favor of the right-hand rotor. Using the average noise reduction values, the anti-phase 4H rotor could offer a noise reduction by as much as 3.25 dB while the in-phase 4I rotor could produce up to a 2.5 dB noise reduction. Both the computational and experimental results have provided sufficient evidence to support the noise suppression capability of the proposed anti-phase rotor concepts.
Rotor noise↗
Evaluation of Contrail Reduction Strategies Based on Aircraft Flight Distances
This paper evaluates a set of contrail reduction strategies based on the flight range of aircraft as contrail reduction strategies have different impacts on aircraft depending on how they plan to fly. In general, aircraft with longer flight distances cruise at the altitudes where contrails are more likely to form. The concept of the contrail frequency index is used to quantify contrail impacts. The strategy for reducing the persistent contrail formation is to minimize the contrail frequency index by altering the aircraft's cruising altitude. A user-defined factor is used to trade off between contrail reduction and extra CO2 emissions. A higher value of tradeoff factor results in more contrail reduction and extra CO2 emissions. Results show that contrail reduction strategies using various tradeo factors behave differently from short-range flights to long-range ights. Analysis shows that short-distance flights (less than 500 miles) are the most frequent flights but contribute least to contrail reduction. Therefore these aircraft have the lowest priority when applying contrail reduction strategies. Medium-distance flights (500 to 1000 miles) have a higher priority if the goal is to achieve maximum contrail reduction in total; long-distance flights (1000 to 1500 miles) have a higher priority if the goal is to achieve maximum contrail reduction per flight. The characteristics of transcontinental flights (greater than 1500 miles) vary with different weather days so the priority of applying contrail reduction strategies to the group needs to be evaluated based on the locations of the contrail areas during any given day. For the days tested, medium-distance ights contribute up to 42.6% of the reduction among the groups during a day. The contrail frequency index per 1,000 miles for medium-distance, long-distance, and transcontinental flights can be reduced by an average of 75%. The results provide a starting point for developing operational policies to reduce the impact of aviation on climate based on aircraft flight distances.
Chen, Neil Y.↗
Noise and Fuel Burn Reduction Potential of an Innovative Subsonic Transport Configuration
A study is presented for the noise and fuel burn reduction potential of an innovative double deck concept aircraft with two three-shaft direct-drive turbofan engines. The engines are mounted from the fuselage so that the engine inlet is over the main wing. It is shown that such an aircraft can achieve a cumulative Effective Perceived Noise Level (EPNL) about 28 dB below the current aircraft noise regulations of Stage 4. The combination of high bypass ratio engines and advanced wing design with laminar flow control technologies provide fuel burn reduction and low noise levels simultaneously. For example, the fuselage mounted engine position provides more than 4 EPNLdB of noise reduction by shielding the inlet radiated noise. To identify the potential effect of noise reduction technologies on this concept, parametric studies are presented to reveal the system level benefits of various emerging noise reduction concepts, for both engine and airframe noise reduction. These concepts are discussed both individually to show their respective incremental noise reduction potential and collectively to assess their aggregate effects on the total noise. Through these concepts approximately about 8 dB of additional noise reduction is possible, bringing the cumulative noise level of this aircraft to 36 EPNLdB below Stage 4, if the entire suite of noise reduction technologies would mature to practical application. In a final step, an estimate is made for this same aircraft concept but with higher bypass ratio, geared, turbofan engines. With this geared turbofan propulsion system, the noise is estimated to reach as low as 40-42 dB below Stage 4 with a fuel burn reduction of 43-47% below the 2005 best-in-class aircraft baseline. While just short of the NASA N+2 goals of 42 dB and 50% fuel burn reduction, for a 2025 in service timeframe, this assessment shows that this innovative concept warrants refined study. Furthermore, this design appears to be a viable potential future passenger aircraft, not only in meeting the regulatory requirements, but also in competing with aircraft of different advanced designs within this N+2 timeframe and goal framework.
Guo, Yueping↗
Sulfite Is Not Required for N 2 Reduction Catalyzed by Mo-Nitrogenase
Mo-nitrogenase catalyzes the reduction of dinitrogen (N 2 ) to two ammonia (NH 3 ) at the active-site FeMo-cofactor. Substrate activation requires the accumulation of three or four electrons and protons as two Fe-bound hydrides and is coupled to obligatory H 2 release through reductive hydride elimination. Subsequent delivery of four or five additional electrons and protons to the bound N 2 yields two NH 3 molecules. Increasing evidence suggests that at least one belt sulfide within FeMo-cofactor is dynamically involved in the catalytic cycle. A recent report further proposed that sulfite (SO 3 2− ) is required for N 2 reduction, with sulfite binding required for NH 3 release and a subsequent six-electron reduction of the bound sulfite to regenerate the resting cofactor. To test this proposal, we conducted turnover studies of Mo-nitrogenase under sulfite-free conditions using a reduced viologen as reductant and protein preparations devoid of dithionite or sulfite. Under these conditions, nitrogenase effectively catalyzed both N 2 reduction and proton reduction, exhibiting steady-state turnover under N 2 for 6 min, with a turnover number exceeding 150, approaching that observed with dithionite as reductant. The same H 2 -formed/N 2 -reduced ratio was observed whether dithionite or the viologen species was used as reductant. Further, EPR spectroscopic analyses showed that the FeMo-cofactor returned to its resting state after multiple catalytic cycles in the absence of sulfite. Finally, physiological bypass of sulfite formation does not affect the capacity for diazotrophic growth of the model nitrogen-fixing organism Azotobacter vinelandii . Finally, these results demonstrate that sulfite is not required for Mo-nitrogenase-catalyzed N 2 reduction either in vitro or in vivo .
37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
Dissolution and reduction of magnetite by bacteria
Magnetite (Fe3O4) is an iron oxide of mixed oxidation state [Fe(II), Fe(III)] that contributes largely to geomagnetism and plays a significant role in diagenesis in marine and freshwater sediments. Magnetic data are the primary evidence for ocean floor spreading and accurate interpretation of the sedimentary magnetic record depends on an understanding of the conditions under which magnetite is stable. Though chemical reduction of magnetite by dissolved sulfide is well known, biological reduction has not been considered likely based upon thermodynamic considerations. This study shows that marine and freshwater strains of the bacterium Shewanella putrefaciens are capable of the rapid dissolution and reduction of magnetite, converting millimolar amounts to soluble Fe(II)in a few days at room temperature. Conditions under which magnetite reduction is optimal (pH 5-6, 22-37 degrees C) are consistent with an enzymatic process and not with simple chemical reduction. Magnetite reduction requires viable cells and cell contact, and it appears to be coupled to electron transport and growth. In a minimal medium with formate or lactate as the electron donor, more than 10 times the amount of magnetite was reduced over no carbon controls. These data suggest that magnetite reduction is coupled to carbon metabolism in S. putrefaciens. Bacterial reduction rates of magnetite are of the same order of magnitude as those estimated for reduction by sulfide. If such remobilization of magnetite occurs in nature, it could have a major impact on sediment magnetism and diagenesis.
Non-NASA Center↗
Robust Derivation of Risk Reduction Strategies
Effective risk reduction strategies can be derived mechanically given sufficient characterization of the risks present in the system and the effectiveness of available risk reduction techniques. In this paper, we address an important question: can we reliably expect mechanically derived risk reduction strategies to be better than fixed or hand-selected risk reduction strategies, given that the quantitative assessment of risks and risk reduction techniques upon which mechanical derivation is based is difficult and likely to be inaccurate? We consider this question relative to two methods for deriving effective risk reduction strategies: the strategic method defined by Kazman, Port et al [Port et al, 2005], and the Defect Detection and Prevention (DDP) tool [Feather & Cornford, 2003]. We performed a number of sensitivity experiments to evaluate how inaccurate knowledge of risk and risk reduction techniques affect the performance of the strategies computed by the Strategic Method compared to a variety of alternative strategies. The experimental results indicate that strategies computed by the Strategic Method were significantly more effective than the alternative risk reduction strategies, even when knowledge of risk and risk reduction techniques was very inaccurate. The robustness of the Strategic Method suggests that its use should be considered in a wide range of projects.
risk reduction↗
Electron–electrophile coupled dinitrogen reduction in a cerium– meta -tetraphenolate system: a computational study
The use of lanthanide complexes for catalytic dinitrogen reduction is a new development in homogeneous catalysis. Density functional theory calculations on our recently reported cerium phenolate catalyst [K 2 Ce 2 (sol) 4 (mTP) 2 ] (mTP = {(OC 6 H 2 - 2- t Bu-4-Me) 2 CH} 2 - 1,3-C 6 H 4 ; sol = OMe 2 here; THF in the experiment) have been undertaken to elucidate the reduction, activation and silylation steps at the bound dinitrogen molecule, in the presence of the reductant, potassium metal (K 0 ) and the electrophile Me 3 SiCl (TMSCl). Out of the total of six electron reductions required to cleave the N 2 , the first two-electron reduction step was found to be highly disfavoured unless potassium cations (K + ) are included, upon which the step is rendered strongly exergonic; N–Si bond formation at the two-electron stage is predicted to be unfavourable. The three-electron-reduced N 2 -adduct is found to be at the reductive activation limit in the absence of added electrophiles, which can form N-element bonds and lower the overall charge. Added electron density beyond three-electron reduction no longer localises on N 2 , preventing formal N 2 4− formation. A pathway in which both K 0 and Me 3 SiCl work in concert was modelled, and six sequential reduction–silylation steps were calculated, showing how the N–N bond is cleaved after the third reduction, eventually releasing two equivalents of N(SiMe 3 ) 3 , and regenerating the starting complex with the highest barrier of any step being 22 kcal mol −1 . We establish alkali metal coordination and coupled electron–electrophile transfer as key factors in the design of rare-earth-mediated dinitrogen functionalisation.
Ahmad, Shahbaz [Univ. of Manchester (United Kingdo↗
HPDR: High-Performance Portable Scientific Data Reduction Framework
The rapid growth in scientific data generation is outpacing advancements in computing systems necessary for efficient storage, transfer, and analysis, particularly in the context of exascale computing. With the deployment of first-generation exascale computing systems and next-generation experimental facilities, this gap is widening and necessitates effective data reduction techniques to manage enormous data volumes. Over the past decade, various data reduction methods, including lossless compression, error-controlled lossy compression, and data refactoring, have been developed to accelerate I/O in scientific workflows. Despite significant reductions in data volume, these methods introduce considerable computational overhead, which can become the new bottleneck in data processing. To mitigate this, GPU-accelerated data reduction algorithms have been introduced. However, challenges remain in their integration into exascale workflows, including limited portability across different GPU architectures, substantial memory transfer overhead, and reduced scalability on dense multi-GPU systems. To address these challenges, we propose HPDR, a high-performance and portable data reduction framework. HPDR is designed to enable the execution of state-of-the-art reduction algorithms across diverse processor architectures while reducing memory transfer overhead to 2.3 % of the original, resulting in up to 3.5× faster throughput compared to existing solutions. It also achieves up to 96% of the theoretical speedup in multi-GPU settings. In addition, evaluations on accelerating I/O operations at scale up to 1,024 nodes of the Frontier supercomputer demonstrate that HPDR can achieve up to 103 TB/s reduction throughput, providing up to 4× acceleration in parallel I/O performance compared to existing data reduction routines. This work highlights the potential of HPDR to significantly enhance data reduction efficiency in exascale computing environments.
Chen, Jieyang [University of Oregon]↗
Effects of Planetary Speed Reduction Ratio on Mean Service Life
Planetary gear transmissions are compact speed reductions which use parallel-load paths to transmit high power. The range of possible reduction ratios is bounded from below and above by limits on the relative size of the planet gears. For a single plane planetary transmission, the speed-reduction ratio must be greater than two for planet gears to exist. As the ratio increase, so does the size of the planets relative to the sizes of the sun and ring. Which ratio is best for a planetary reduction can be resolved by studying a series of optimal designs. In this series, each design is obtained by maximizing the service life for a spur-gear planetary with a fixed size, speed reduction ratio, input speed, power and materials. The planetary gear reduction service life is modeled as a function of the two-parameter Weibull distributed service lives of the ball bearings and spur gears in the reduction. Planet-bearing life strongly influences the optimal reduction lives which point to an optimal planetary reduction ratio in the neighborhood of four to five.
Savage, M.↗
Effects of Planetary Speed-Reduction Ratio on Mean Service Life
Planetary-gear transmissions are compact speed reductions which use parallel-load paths to transmit high power. The range of possible reduction ratios is bounded from below and above by limits on the relative size of the planet gears. For a single-plane planetary transmission, the speed-reduction ratio must be greater than two for planet gears to exist. As the ratio increases, so does the size of the planets relative to the sizes of the sun and ring. Which ratio is best for a planetary reduction can be resolved by studying a series of optimal designs. In this series, each design is obtained by maximizing the service life for a spur-gear planetary with a fixed size, speed-reduction ratio, input speed, power and materials. The planetary-gear reduction service life is modeled as a function of the two-parameter Weibull distributed service lives of the ball bearings and spur gears in the reduction. Planet-bearing life strongly influences the optimal reduction lives which point to an optimal planetary reduction ratio in the neighborhood of four to five.
Savage, M.↗
Substitution Effects and Linear Free Energy Relationships During Reduction of 4- Benzoyl-n-(4-substituted Benzyl)pyridinium Cations
In analogy to 4-(para-substituted benzoyl)-N-methylpyridinium cations (1-X's), the title species (2-X's, -X = -OCH3, -CH3, -H, -Br, -COCH3, -NO2) undergo two reversible, well-separated (E(sub 1/2) greater than or equal to 650 mV) one-electron reductions. The effect of substitution on the reduction potentials of 2-X's is much weaker than the effect of the same substituents on 1-X's: the Hammett rho-values are 0.80 and 0.93 for the 1st- and 2nd-e reduction of 2-X's vs. 2.3 and 3.3 for the same reductions of 1-X's, respectively. Importantly, the nitro group of 2-NO2 undergoes reduction before the 2nd-e reduction of the 4-benzoylpyridinium system. These results suggest that the redox potentials of the 4-benzoylpyridinium system can be course-tuned via p-benzoyl substitution and fine-tuned via para-benzyl substitution. Introducing the recently derived substituent constant of the -NO2(sup)- group (sigma para-NO2(sup)- = -0.97) yields an excellent correlation for the 3rd-e reduction of 2- NO2 (corresponding to the reduction of the carbonyl group) with the 2nd-e reduction of the other 2-X's, and confirms the electron donating properties of -NO2(sup)-.
Leventis, Nicholas↗
Numerical Simulation of High Drag Reduction in a Turbulent Channel Flow with Polymer Additives
The addition of small amounts of long chain polymer molecules to wall-bounded flows can lead to dramatic drag reduction. Although this phenomenon has been known for about fifty years, the action of the polymers and its effect on turbulent structures are still unclear. Detailed experiments have characterized two distinct regimes (Warholic et al. 1999), which are referred to as low drag reduction (LDR) and high drag reduction (HDR). The first regime exhibits similar statistical trends as Newtonian flow: the log-law region of the mean velocity profile remains parallel to that of the Newtonian ow but its lower bound moves away from the wall and the upward shift of the log-region is a function of drag reduction, DR. Although streamwise fluctuations are increased and transverse ones are reduced, the shape of the rms velocity profiles is not qualitatively modified. At higher drag reductions, of the order of 40-50%, the ow enters the HDR regime for which the slope of the log-law is dramatically augmented and the Reynolds shear stress is small (Warholic et al. 1999; Ptasinski et al. 2001). The drag reduction is eventually bounded by a maximum drag reduction (MDR) (Virk & Mickley 1970) which is a function of the Reynolds number. While several experiments report mean velocity profiles very close to the empirical profile of Virk & Mickley (1970) for MDR conditions, the observations regarding the structure of turbulence can differ significantly. For instance, Warholic et al. (1999) measured a near-zero Reynolds shear stress, whereas a recent experiment (Ptasinski et al. 2001) shows evidence of non-negligible Reynolds stress in their MDR flow. To the knowledge of the authors, only the LDR regime has been documented in numerical simulations (Sureshkumar et al. 1997; Dimitropoulos et al. 1998; Min et al. 2001; Dubief & Lele 2001; Sibilla & Baron 2002). This paper discusses the simulation of polymer drag reduced channel ow at HDR using the FENE-P (Finite Elastic non-linear extensibility-Peterlin) model which was used for the first LDR simulation by Sureshkumar et al. (1997). Flow and polymer parameters are close to realistic polymer drag reducing conditions. High drag reductions are achieved by using finite differences and a robust time stepping technique. A minimal channel flow is also used as a numerical experiment to investigate the effect of the outer region turbulent structures on the overall drag at HDR. The drag reducing action of the model is finally studied through the structure of energy transfers from the polymers to the velocity components. This investigation sheds some light on the details of polymer drag reduction.
Dubief, Yves↗
Fifty Years of Fluidic Injection for Jet Noise Reduction
The paper reviews 50 years of research investigating jet noise reduction through fluidic injection. Both aqueous and gaseous injection concepts for supersonic and subsonic jet exhausts are discussed. Aqueous injection reduces jet noise by reducing main jet temperature through evaporation and main jet velocity through momentum transfer between water droplets and the main jet. In the launch vehicle environment where large quantities of fluid do not have to be carried with the vehicle, water injection is very effective at reducing excess overpressures. For in-flight use, aqueous injection is problematic as most studies show that either large quantities of water or high injection pressures are required to achieve noise reduction. The most effective noise reduction injection systems require water pressures above 2000 kPa (290 psi) and water-to-mainjet mass flow rates above 10% to achieve overall sound pressure level reductions of roughly 6 dB in the peak jet noise direction. Injection at lower pressure (roughly 1034 kPa or 150 psi) has resulted in a 1.6 EPNdb reduction in effective perceived noise level. Gaseous injection reduces noise through jet plume modifications resulting from the introduction of streamwise vorticity in the main jet. In subsonic single-stream jets, air injection usually produces the largest overall sound pressure level reductions (roughly 2 dB) in the peak jet noise direction. In dual-stream jets, properly designed injection systems can reduce overall sound pressure levels and effective perceived noise levels but care must be taken to choose injector designs that limit sound pressure level increases at high frequencies. A reduction of 1.0 EPNdB has been achieved with injection into the fan and core streams. However, air injection into dual-stream subsonic jets has received little attention and the potential for noise reduction is uncertain at this time. For dual-stream supersonic jets, additional research needs to be conducted to determine if reductions can be achieved with injection pressures available from current aircraft engines. 1.
Henderson, Brenda↗