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Results for “Overall sound pressure level”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 55 records · Page 3
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Small-scale noise tests of a slot nozzle with V-gutter target thrust reverser

The noise generated by a 2.26- by 11.43-cm slot nozzle with a V-gutter reverser, as well as some aerodynamic data on flow, thrust-reversal efficiency, and nozzle jet velocity decay were studied. The experimental data are scaled up to sizes suitable for reversing the wing flow of a 45/400-kg augmentor-wing-type STOL airplane, yielding perceived noise levels well above the 95-PNdb design goal on the 152-m sideline. The reverser, in addition to being noisier than the nozzle alone, also had a more uniform directional distribution and more high frequency noise. The maximum overall sound pressure level and the effective sound power level both varied with the sixth power of nozzle jet velocity. Preliminary experiments indicated possible sideline noise reduction by shielding.

Stone, J. R.↗
NASA NTRS1976

Concorde noise-induced building vibrations for Sully Plantation, Chantilly, Virginia

A study to assess the noise-induced building vibrations associated with Concorde operations is presented. The approach is to record the levels of induced vibrations and associated indoor/outdoor noise levels in selected homes, historic and other buildings near Dulles and Kennedy International Airports. Presented is a small, representative sample of data recorded at Sully Plantation, Chantilly, Virginia during the period of May 20 through May 28, 1976. Recorded data provide relationships between the vibration levels of walls, floors, windows, and the noise associated with Concorde operations (2 landings and 3 takeoffs), other aircraft, nonaircraft sources, and normal household activities. Results suggest that building vibrations resulting from aircraft operations were proportional to the overall sound pressure levels and relatively insensitive to spectral differences associated with the different types of aircraft. Furthermore, the maximum levels of vibratory response resulting from Concorde operations were higher than those associated with conventional aircraft. The vibrations of nonaircraft events were observed in some cases to exceed the levels resulting from aircraft operations. These nonaircraft events are currently being analyzed in greater detail.

Mayes, W. H.↗
NASA NTRS1976

Concorde noise-induced building vibrations, Sully Plantation - Report no. 2, Chantilly, Virginia

Noise-induced building vibrations associated with Concorde operations were studied. The approach is to record the levels of induced vibrations and associated indoor/outdoor noise levels in selected homes, historic and other buildings near Dulles International Airport. Representative data are presented which were recorded at Sully Plantation, Chantilly, Virginia during the periods of May 20 through May 28, 1976, and June 14 through June 17, 1976. Recorded data provide relationships between the vibration levels of windows, walls, floors, and the noise associated with Concorde operations, other aircraft, and nonaircraft events. The results presented are drawn from the combined May-June data base which is considerably larger than the May data base covered. The levels of window, wall and floor vibratory response resulting from Concorde operations are higher than the vibratory levels associated with conventional aircraft. Furthermore, the vibratory responses of the windows are considerably higher than those of the walls and floors. The window response is higher for aircraft than recorded nonaircraft events and exhibits a linear response relationship with the overall sound pressure level. For a given sound pressure level, the Concorde may cause more vibration than a conventional aircraft due to spectral or other differences. However, the responses associated with Concorde appear to be much more dependent upon sound pressure level than spectral or other characteristics of the noise.

Source record↗
NASA NTRS1981

Computer program to predict aircraft noise levels

Methods developed at the NASA Lewis Research Center for predicting the noise contributions from various aircraft noise sources were programmed to predict aircraft noise levels either in flight or in ground tests. The noise sources include fan inlet and exhaust, jet, flap (for powered lift), core (combustor), turbine, and airframe. Noise propagation corrections are available for atmospheric attenuation, ground reflections, extra ground attenuation, and shielding. Outputs can include spectra, overall sound pressure level, perceived noise level, tone-weighted perceived noise level, and effective perceived noise level at locations specified by the user. Footprint contour coordinates and approximate footprint areas can also be calculated. Inputs and outputs can be in either System International or U.S. customary units. The subroutines for each noise source and propagation correction are described. A complete listing is given.

Clark, B. J.↗
NASA NTRS2019

An Investigation of a Mixer-Ejector Nozzle for Jet Noise Reduction

An experimental study is conducted assessing the performance of an ejector together with an 8:1 aspect ratio rectangular nozzle with the eventual goal of noise reduction for jet engines. Wall static pressure and Pitot probe surveys are conducted to evaluate the performance of the ejector, and sound pressure level measurements are made to assess the impact on noise radiation. It is found that addition of vortex generating tabs at the lip of the nozzle causes large increases in secondary flow entrainment. The baseline ejector (without tabs) often encounters flow resonance with accompanying tones. The tabs have the additional benefit of eliminating those tones. In most cases tried so far, pockets of high-speed fluid remain unmixed. Since jet noise scales as velocity to the eighth power, such ‘hot spots’ defeat the noise reduction goal. In some cases, there is a reduction in noise amplitudes in the mid-frequency range (5-30 kHz), however, an increase occurs on the low frequency end apparently due to flow unsteadiness. This together with a high frequency noise increase caused by the tabs results in minimal reductions in the overall sound pressure level. The focus of ongoing and future efforts is to achieve sufficient mixing and desirable noise reduction while keeping the hard-ware short and lightweight.

Zaman, K. B. M. Q.↗
NASA NTRS1987

Added noise due to the effect of an upstream wake on a propeller

An analytical/computational study has been conducted to predict the effect of an upstream wing or pylon on the noise of an operating propeller. The wing trailing edge was placed at variable distances (0.1 and 0.3 chord) upstream of a scaled model propeller (SR-2). The wake was modeled using a similarity formulation. The instantaneous pressure distribution on the propeller blades during the passage through the wake was formulated in terms of a time-dependent variation of each blade section's angle of attack and in terms of the shed vortices from the blade trailing edge. It was found that the final expressions for the unsteady loads considerably altered the radiated noise pattern. Predicted noise for various observer positions, rotational speeds, and propeller/pylon distances were computed and are presented in terms of the pressure time history, harmonics of the Fourier analysis, and overall sound pressure levels (OASPL). The addition of the tangential stress due to skin friction was found to have a damping effect on the acoustic pressure time history and the resulting spectrum of the generated noise. It is shown that the positioning of a pylon upstream of a propeller indeed increases the overall noise.

Takallu, M. A.↗
NASA NTRS2021

Demonstration of Multilayer Insulation, Vapor Cooling of Structure, and Mass Gauging for Large Scale Upper Stages: Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER) Final Report

Testing was completed on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER) between August 2019 and January 2020. SHIIVER was designed to be a test bed for the scaling of cryogenic fluid management technologies as applied to large upper stages and long duration in-space stages. The hardware consists of a 4 meter diameter stainless steel tank, structural skirts supporting the tank in the aft direction, and an aluminum forward skirt with vapor cooling channels bolted to it. The initial testing of the SHIIVER hardware was with liquid hydrogen and liquid nitrogen (as a substitute fluid for liquid oxygen and liquid methane) and sought to demonstrate the use of boil-off vapor to intercept heat on a structural skirt, multilayer insulation (MLI) on the tank domes, and the radio frequency mass gauge (RFMG). Testing was completed in four stages: a baseline thermal vacuum test prior to installation of the MLI, a thermal vacuum test after the MLI installation, a reverberant acoustic test, and a subsequent thermal vacuum test to verify that no damage occurred during the reverberant acoustic testing. Each thermal vacuum test with chamber wall at ambient temperature and vacuum level in the 10-6 torr range was conducted continuously between approximately 90% full and 25% full. Test results showed that the vapor cooling reduced the heat load to the tank by approximately 10%, but the boil-off by less than 3% at 50% full with no MLI on the domes. It reduced the heat load to the tank by approximately 10%, but the boil-off was essentially unchanged at 50% full whether or not vapor cooling was operational with MLI on the domes. The MLI reduced the heat load to the tank by approximately 40% at all fill levels, but the boil-off by approximately 25% at 90% full and 45% below 65% full. The RFMG performed well over all fill ranges, and several RF tank modes were used to gauge the mass of fluid in the tank. SHIIVER was then exposed to an acoustic environment of 147 dB OASPL (overall sound pressure level) in a reverberant chamber. The acoustic environment and profile envelopes the upper stage internal acoustic level of several different modern launch vehicles. No structural or thermal performance changes were observed as a result of acoustic testing. Final thermal vacuum testing after the acoustic testing showed no degradation to the MLI due to the acoustic environment as measured via system heat loads.

SHIIVER↗
NASA NTRSDate not supplied

Summary of Testing Results for the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER)

Testing was completed on the Structural Heat Intercept, Insulation, and Vibration Evaluation Rig (SHIIVER) between August 2019 and January 2020. SHIIVER was designed to be a test bed for the scaling of cryogenic fluid management technologies as applied to large upper stages and long duration in-space stages. The baseline SHIIVER design consists of uninsulated structural skirts attached to a propellant tank insulated with polyurethane Spray-On Foam Insulation (SOFI). The initial testing of the SHIIVER hardware was with liquid hydrogen and sought to demonstrate the use of boil-off vapor to intercept heat on a structural skirt, multilayer insulation (MLI) on the tank domes, and the radio frequency mass gauge (RFMG). Testing was completed in four stages: a baseline thermal vacuum test prior to installation of the MLI on the tank domes, a thermal vacuum test after the MLI installation, a reverberant acoustic test, and a subsequent thermal vacuum test to verify that no damage occurred during the reverberant acoustic testing. Each thermal vacuum test with chamber wall at ambient temperature and vacuum level in the 10-6 torr range was conducted continuously between approximately 90% full and 25% full. Test results showed that the vapor cooling reduced the heat load to the tank by approximately 10%, but the boil-off by less than 3% at 50% full, with and without MLI installed on the domes. The MLI installed on the domes reduced the heat load to the tank by approximately 40% at all fill levels, but the boil-off by approximately 25% at 90% full and 45% below 65% full. The RFMG performed well over all fill ranges, and several RF tank modes were used to gauge the mass of fluid in the tank. SHIIVER was then exposed to an acoustic environment of 147 dB OASPL (overall sound pressure level) in a reverberant chamber. The acoustic environment envelopes the upper stage internal acoustic level of several different modern launch vehicles. No structural or thermal performance changes were observed after exposure to the acoustic environment. Final thermal vacuum testing after the acoustic testing showed no degradation to the MLI due to the acoustic environment as measured via system heat loads

SHIIVER↗
NASA NTRS1972

Noise generated by STOL core-jet thrust reversers

An experimental investigation on the noise generated by target-type thrust reversers is discussed. The experimental data are normalized and scaled up to sizes suitable for reversing the core jets of a 100,000 lb augmentor-wing-type STOL airplane. The scaling calculations yield perceived noise levels well above the 95-PNdB design goal for both sideline and flyover at 500 ft. V-gutter and semicylindrical reversers were tested with a 5.24-cm-diameter circular nozzle, and a semicylindrical reverser was also tested with a 7.78-cm-diameter circular nozzle. The thrust reversers, in addition to being noisier than the nozzle alone, also had a more uniform directivity. The maximum overall sound pressure level and the effective sound power level both varied with sixth power of the nozzle jet velocity.

Stone, J. R.↗
NASA NTRSDate not supplied

Applicability of Fly Neighborly Noise Recommendations to UAM Quadrotors Undergoing Steady Maneuvers

This initial study examines whether the Helicopter Association International (HAI) Fly Neighborly operational recommendations that are based on single main rotor/tail rotor configurations will hold for non-conventional UAM rotorcraft with multiple rotors. The 6-occupant quadrotor concept vehicle designed under the NASA Revolutionary Vertical Lift Technology (RVLT) Project is studied. The tip speed is 550 ft/sec, with three blades per rotor (“550/3”). Predictions are made for three steady maneuvers: level turns, descending turns, and climbing turns. The RVLT Toolchain is exercised using CAMRAD II, pyaaron/AARON/ANOPP2 and a beta version of AMAT (ANOPP2 Mission Analysis Tool). AMAT provides functionality to acoustically model the curved flight paths associated with maneuvers. In addition to quadrotor trim and performance, this study includes analysis of azimuthal variations of the vertical blade loading and its derivative in the form of contour plots on a rotor plane and line plots at one radial location (r/R=0.765). Quadrotor noise trends are analyzed using maximum Overall Sound Pressure Level (OASPL) and Effective Perceived Noise Level (EPNL). The Fly Neighborly guideline that addresses descents (“Level turns are quieter than descending turns”) is predicted to hold for the RVLT Quadrotor as well.

UAM↗
NASA NTRS1984

Simplified combustion noise theory yielding a prediction of fluctuating pressure level

The first order equations for the conservation of mass and momentum in differential form are combined for an ideal gas to yield a single second order partial differential equation in one dimension and time. Small perturbation analysis is applied. A Fourier transformation is performed that results in a second order, constant coefficient, nonhomogeneous equation. The driving function is taken to be the source of combustion noise. A simplified model describing the energy addition via the combustion process gives the required source information for substitution in the driving function. This enables the particular integral solution of the nonhomogeneous equation to be found. This solution multiplied by the acoustic pressure efficiency predicts the acoustic pressure spectrum measured in turbine engine combustors. The prediction was compared with the overall sound pressure levels measured in a CF6-50 turbofan engine combustor and found to be in excellent agreement.

Huff, R. G.↗
NASA NTRS2007

Aero-acoustics of Drag Generating Swirling Exhaust Flows

Aircraft on approach in high-drag and high-lift configuration create unsteady flow structures which inherently generate noise. For devices such as flaps, spoilers and the undercarriage there is a strong correlation between overall noise and drag such that, in the quest for quieter aircraft, one challenge is to generate drag at low noise levels. This paper presents a rigorous aero-acoustic assessment of a novel drag concept. The idea is that a swirling exhaust flow can yield a steady, and thus relatively quiet, streamwise vortex which is supported by a radial pressure gradient responsible for pressure drag. Flows with swirl are naturally limited by instabilities such as vortex breakdown. The paper presents a first aero-acoustic assessment of ram pressure driven swirling exhaust flows and their associated instabilities. The technical approach combines an in-depth aerodynamic analysis, plausibility arguments to qualitatively describe the nature of acoustic sources, and detailed, quantitative acoustic measurements using a medium aperture directional microphone array in combination with a previously established Deconvolution Approach for Mapping of Acoustic Sources (DAMAS). A model scale engine nacelle with stationary swirl vanes was designed and tested in the NASA Langley Quiet Flow Facility at a full-scale approach Mach number of 0.17. The analysis shows that the acoustic signature is comprised of quadrupole-type turbulent mixing noise of the swirling core flow and scattering noise from vane boundary layers and turbulent eddies of the burst vortex structure near sharp edges. The exposed edges are the nacelle and pylon trailing edge and the centerbody supporting the vanes. For the highest stable swirl angle setting a nacelle area based drag coefficient of 0.8 was achieved with a full-scale Overall Sound Pressure Level (OASPL) of about 40dBA at the ICAO approach certification point.

Shah, P. N.↗
DOE OSTI2025

Upwind vs. downwind: loads and acoustics of a 1.5 MW wind turbine

This paper discusses the motivation, preparation, risk mitigation, execution, and results of a full-scale experiment where the conventional upwind rotor of a 1.5 MW wind turbine was operated in a downwind configuration. The experiment took place at the National Renewable Energy Laboratory Flatirons Campus in Colorado, USA, and involved the collection of loads and power together with acoustic measurements from an array of four microphones. To validate the numerical predictions of the aeroelastic solver OpenFAST in terms of loads and performance, 410 min of downwind operation and 960 min of conventional upwind operations were used. In the wind speed range from 4.5 to 12.5 m s−1, the downwind rotor generates higher damage equivalent loads for the blade root flapwise moment, blade root edgewise moment, and tower-base fore-aft moment compared to the upwind rotor. For these metrics of fatigue loads, numerical predictions match the experimental observations well. OpenFAST is, however, also seen underpredicting a power gain in the downwind rotor. In terms of acoustics, the overall sound pressure levels recorded in the field are similar between the upwind and downwind cases, but downwind operation worsens the metrics describing amplitude modulation.

17 WIND ENERGY↗
NASA NTRS1972

Effects of casing boundary-layer removal on noise of a turbofan rotor

The effect of casing boundary-layer removal on noise produced by a turbofan rotor was measured. The outlet guide vanes were removed for these tests. A comparison was made between the noise measurements when the boundary layer was bled off and under zero bleed conditions. When the boundary layer was removed, overall sound pressure level was reduced 2 dB with moderate blade loading and 3 dB with heavier blade loading. An analysis of the changes in the spectral density with bleed is presented.

Goldstein, A. W.↗
NASA NTRS1972

Preliminary experiments on the noise generated by target-type thrust reverser models

Experiments are reported on the noise generated by model V-gutter and semicylindrical target-type reversers with circular nozzles. Nozzles were 5.24 and 7.78 cm in diameter. Nozzle pressure ratio ranged from 1.25 to 1.72. The spacing between reversers and nozzle, as well as the reverser orientation, was also varied. More noise was generated with reversers than with the nozzle alone. The measured maximum overall sound pressure level varied with the sixth power of the nozzle exit velocity. Noise levels were more uniform in regard to directivity with reversers than with the nozzle alone. It is concluded that thrust reversers, can be a significant noise problem, especially for STOL aircraft using thrust reversers during approach.

Gutierrez, O. A.↗
NASA NTRS1972

Correlation of total sound power and peak sideline OASPL from jet exhausts

An empirical analysis of jet noise is made for convergent exhaust nozzles. An engineering approach to the correlation of total sound power and miximum sideline overall sound pressure level (OASPL), at 200 ft, is presented for both subsonic and supersonic jets based on available data. Data correlation for subsonic jets shows no dependency of total sound power and maximum sideline OASPL on jet density. The analysis for supersonic jets results in a correlation parameter for jet total sound power consisting of the conventional Lighthill parameter modified by considerations of jet Mach number and jet acoustic velocity. Similar parameters also correlate the maximum sideline OASPL for supersonic jets.

Vonglahn, U. H.↗
NASA NTRS1973

Flap noise prediction method for a powered lift system

A method is presented for estimating the noise generated by deflection of the engine exhaust for under-the-wing and over-the-wing versions of an externally blown flap configuration for powered lift. Correlation equations and curves are given for the overall sound pressure level and directivity and for spectra scaled to a high bypass 25,000-pound thrust size engine. Data are taken from TF34 engine tests and from large cold flow model tests. The correlations are empirical, and thus application of this prediction procedure is limited to geometrically similar configurations. Application of the method is illustrated by calculated sample footprints.

Clark, B.↗
NASA NTRS1974

Flyover noise characteristics of a tilt-wing V/STOL aircraft (XC-142A)

A field noise measurement investigation was conducted during the flight testing of an XC-142A tilt-wing V/STOL aircraft to define its external noise characteristics. Measured time histories of overall sound pressure level show that noise levels are higher at lower airspeeds and decrease with increased speed up to approximately 160 knots. The primary noise sources were the four high-speed, main propellers. Flyover-noise time histories calculated by existing techniques for propeller noise prediction are in reasonable agreement with the experimental data.

Pegg, R. J.↗