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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 73 records · Page 4
All sourcesNASA NTRSDOE OSTI
NASA NTRS1978

A study of the structural-acoustic response and interior noise levels of fuselage structures

Models of both flat and curved fuselage panels were tested for their sound transmission characteristics. The effect of external air flow on transmission loss was simulated in a subsonic wind-tunnel. By numerically evaluating the known equations for field-incidence transmission loss of single-walled panels in a computer program, a comparison of the theory with the test results was made. As a further extension to aircraft fuselage simulation, equations for the field-incidence transmission loss of a double-walled panel were derived. Flow is shown to provide a small increase in transmission loss for a flat panel. Curvature is shown to increase transmission loss for low frequencies, while also providing a sharp decrease in transmission loss at the ring frequency of the cylindrical panel. The field-incidence transmission loss of a double-walled panel was found to be approximately twice that for a single-walled panel, with the addition of dips in the transmission loss at the air gap resonances and at the critical frequency of the internal panel.

Koval, L. R.↗
NASA NTRS1979

A method for predicting the noise levels of coannular jets with inverted velocity profiles

A coannular jet was equated with a single stream equivalent jet with the same mass flow, energy, and thrust. The acoustic characteristics of the coannular jet were then related to the acoustic characteristics of the single jet. Forward flight effects were included by incorporating a forward exponent, a Doppler amplification factor, and a Strouhal frequency shift. Model test data, including 48 static cases and 22 wind tunnel cases, were used to evaluate the prediction method. For the static cases and the low forward velocity wind tunnel cases, the spectral mean square pressure correlation coefficients were generally greater than 90 percent, and the spectral sound pressure level standard deviation were generally less than 3 decibels. The correlation coefficient and the standard deviation were not affected by changes in equivalent jet velocity. Limitations of the prediction method are also presented.

Russell, J. W.↗
NASA NTRS1975

Comparison of parametric duct-burning turbofan and non-afterburning turbojet engines in a Mach 2.7 transport

A parametric study was made of duct-burning turbofan and suppressed dry turbojet engines installed in a supersonic transport. A range of fan pressure ratios was considered for the separate-flow-fan engines. The turbofan engines were studied both with and without jet noise suppressors. Single- as well as dual-stream suppression was considered. Attention was concentrated on designs yielding sideline noises of FAR 36 (108 EPNdB) and below. Trades were made between thrust and wing area for a constant takeoff field length. The turbofans produced lower airplane gross weights than the turbojets at FAR 36 and below. The advantage for the turbofans increased as the sideline noise limit was reduced. Jet noise suppression, especially for the duct stream, was very beneficial for the turbofan engines as long as duct burning was permitted during takeoff. The maximum dry unsuppressed takeoff mode, however, yielded better results at extremely low noise levels. Noise levels as low as FAR 36-11 EPNdB were obtained with a turbofan in this takeoff mode, but at a considerable gross weight penalty relative to the best FAR 36 results.

Whitlow, J. B., Jr.↗
NASA NTRS1988

Sources and levels of background noise in the NASA Ames 40- by 80-foot wind tunnel

Background noise levels are measured in the NASA Ames Research Center 40- by 80-Foot Wind Tunnel following installation of a sound-absorbent lining on the test-section walls. Results show that the fan-drive noise dominated the empty test-section background noise at airspeeds below 120 knots. Above 120 knots, the test-section broadband background noise was dominated by wind-induced dipole noise (except at lower harmonics of fan blade-passage tones) most likely generated at the microphone or microphone support strut. Third-octave band and narrow-band spectra are presented for several fan operating conditions and test-section airspeeds. The background noise levels can be reduced by making improvements to the microphone wind screen or support strut. Empirical equations are presented relating variations of fan noise with fan speed or blade-pitch angle. An empirical expression for typical fan noise spectra is also presented. Fan motor electric power consumption is related to the noise generation. Preliminary measurements of sound absorption by the test-section lining indicate that the 152 mm thick lining will adequately absorb test-section model noise at frequencies above 300 Hz.

Soderman, Paul T.↗
NASA NTRS1981

Spectral line inversion for sounding of stratospheric minor constituents by infrared heterodyne technique from balloon altitudes

A combination of two different techniques for the inversion of infrared laser heterodyne measurements of tenuous gases in the stratosphere by solar occulation is presented which incorporates the advantages of each technique. An experimental approach and inversion technique are developed which optimize the retrieval of concentration profiles by incorporating the onion peel collection scheme into the spectral inversion technique. A description of an infrared heterodyne spectrometer and the mode of observations for solar occulation measurement is presented, and the results of inversions of some synthetic ClO spectral lines corresponding to solar occulation limb-scans of the stratosphere are examined. A comparison between the new techniques and one of the current techniques indicates that considerable improvement in the accuracy of the retrieved profiles can be achieved. It is found that noise affects the accuracy of both techniques but not in a straightforward manner since there is interaction between the noise level, noise propagation through inversion, and the number of scans leading to an optimum retrieval.

Abbas, M. M.↗
NASA NTRS2011

Initial Assessment of Open Rotor Propulsion Applied to an Advanced Single-Aisle Aircraft

Application of high speed, advanced turboprops, or propfans, to subsonic transport aircraft received significant attention and research in the 1970s and 1980s when fuel efficiency was the driving focus of aeronautical research. Recent volatility in fuel prices and concern for aviation s environmental impact have renewed interest in unducted, open rotor propulsion, and revived research by NASA and a number of engine manufacturers. Unfortunately, in the two decades that have passed since open rotor concepts were thoroughly investigated, NASA has lost experience and expertise in this technology area. This paper describes initial efforts to re-establish NASA s capability to assess aircraft designs with open rotor propulsion. Specifically, methodologies for aircraft-level sizing, performance analysis, and system-level noise analysis are described. Propulsion modeling techniques have been described in a previous paper. Initial results from application of these methods to an advanced single-aisle aircraft using open rotor engines based on historical blade designs are presented. These results indicate open rotor engines have the potential to provide large reductions in fuel consumption and emissions. Initial noise analysis indicates that current noise regulations can be met with old blade designs and modern, noiseoptimized blade designs are expected to result in even lower noise levels. Although an initial capability has been established and initial results obtained, additional development work is necessary to make NASA s open rotor system analysis capability on par with existing turbofan analysis capabilities.

Guynn, Mark D.↗
NASA NTRS2012

Acoustic Performance of the GEAE UPS Research Fan in the NASA Glenn 9- by 15-Foot Low-Speed Wind Tunnel

A model advanced turbofan was acoustically tested in the NASA Glenn 9- by 15-Foot Low-Speed Wind Tunnel in 1994. The Universal Propulsion Simulator fan was designed and manufactured by General Electric Aircraft Engines, and included an active core, as well as bypass, flow paths. The fan was tested with several rotors featuring unswept, forward-swept and aft-swept designs of both metal and composite construction. Sideline acoustic data were taken with both hard and acoustically treated walls in the flow passages. The fan was tested within an airflow at a Mach number of 0.20, which is representative of aircraft takeoff/approach conditions. All rotors showed similar aerodynamic performance. However, the composite rotors typically showed higher noise levels than did corresponding metal rotors. Aft and forward rotor sweep showed at most modest reductions of transonic multiple pure tone levels. However, rotor sweep often introduced increased rotor-stator interaction tone levels. Broadband noise was typically higher for the composite rotors and also for the aft-swept metal rotor. Transonic MPT generation was reduced with increasing fan axis angle of attack (AOA); however, higher downstream noise levels did increase with AOA resulting in higher overall Effective Perceived Noise Level.

Woodward, Richard P.↗
NASA NTRS1987

Effects of background noise on total noise annoyance

Two experiments were conducted to assess the effects of combined community noise sources on annoyance. The first experiment baseline relationships between annoyance and noise level for three community noise sources (jet aircraft flyovers, traffic and air conditioners) presented individually. Forty eight subjects evaluated the annoyance of each noise source presented at four different noise levels. Results indicated the slope of the linear relationship between annoyance and noise level for the traffic noise was significantly different from that of aircraft and of air conditioner noise, which had equal slopes. The second experiment investigated annoyance response to combined noise sources, with aircraft noise defined as the major noise source and traffic and air conditioner noise as background noise sources. Effects on annoyance of noise level differences between aircraft and background noise for three total noise levels and for both background noise sources were determined. A total of 216 subjects were required to make either total or source specific annoyance judgements, or a combination of the two, for a wide range of combined noise conditions.

Willshire, K. F.↗
NASA NTRS1999

Pre-Launch Noise Characterization of the Landsat-7 Enhanced Thematic Mapper Plus (ETM Plus)

A noise characterization of the Landsat-7 Enhanced Thematic Mapper Plus (ETM+) instrument was performed as part of a near-real time performance assessment and health monitoring program. Perl'ormance data for the integrated Landsat-7 spacecraft and ETM+ were collected before, during, and after the spacecraft thermal vacuum testing program at the Lockheed Martin Missiles and Space (LMMS) facilities in Valley Forge, PA. The Landsat-7 spacecraft and ETM+ instrument were successfully launched on April 15, 1999. The spacecraft and ETM+ are now nearing the end of the on orbit engineering checkout phase, and Landsat-7 is expected to be declared operational on or about July 15, 1999. A preliminary post-launch noise characterization was performed and compared with the pre-launch characterization. In general the overall noise levels in the ETM+ are at or below the specification levels. Coherent noise is seen in most bands, but is only operationally significant when imaging in (he panchromatic band (band 8). This coherent noise has an amplitude as high as approximately 3 DN (peak-to-peak, high gain) at the Nyquist rate of 104 kHz, and causes the noise levels in panchromatic band images at times to exceed the total noise specification by up to approximately 10%. However, this 104 kHz noise is now much weaker than it was prior to the successful repair of the ETM+ power supplies that was completed in May 1998. Weak and stable coherent noise at approximately 5 kHz is seen in all bands in the prime focal plane (bands 1-4 and 8) with the prime (side A) electronics. Very strong coherent noise at approximately 20 kHz is seen in a few detectors of bands 1 and 8, but this noise is almost entirely in the turn-around region between scans when the ETM+ is not imaging the Earth. Strong coherent noise was seen in 2 detectors of band 5 during some of the pre-launch testing; however, this noise seems to be temperature dependent, and has not been seen in the current on orbit environment. Strong 91 kHz coherent noise was observed in the redundant (side B) panchromatic band data after the completion of spacecraft thermal vacuum testing. The cause of this coherent noise was identified as a failed capacitor that was replaced prior to launch, and this noise has not been seen on orbit.

Pedelty, J. A.↗
NASA NTRS1977

A comparison of a laboratory and field study of annoyance and acceptability of aircraft noise exposures

Residents living in close, middle and distant areas from JFK Airport were included in a field interview and laboratory study. Judgments were made of simulated aircraft noise exposures of comparable community indoor noise levels and mixes of aircraft. Each group of subjects judged the levels of noise typical for its distance area. Four different numbers of flyovers were tested: less than average for each area, the approximate average, the peak number, or worst day, and above peak number. The major findings are: (1) the reported integrated field annoyance is best related to the annoyance reported for the simulated approximate worst day exposure in the laboratory; (2) annoyance is generally less when there are fewer aircraft flyovers, and the subject has less fear of crashes and more favorable attitudes toward airplanes; (3) beliefs in harmful health effects and misfeasance by operators of aircraft are also highly correlated with fear and noise annoyance; (4) in direct retrospective comparisons of number of flights, noise levels and annoyance, subjects more often said the worst day laboratory exposured more like their usual home environments; and (5) subjects do not expect an annoyance-free environment. Half of the subjects can accept an annoyance level of 5 to 6 from a possible annoyance range of 0 to 9, 28% can live with an annoyance intensity of 7, and only 5% can accept the top scores of 8 to 9.

Borsky, P. N.↗
NASA NTRS1981

Static noise tests on modified augmentor wing jet STOL research aircraft

Noise measurements were made to determine if recent modifications made to the bifurcated jetpipe to increase engine thrust had at the same time reduced the noise level. The noise field was measured by a 6-microphone array positioned on a 30.5m (100 ft) sideline between 90 and 150 degrees from the left engine inlet. Noise levels were recorded at three flap angles over a range of engine thrust settings from flight idle to emergency power and plotted in one-third octave band spectra. Little attenuation was observed at maximum power, but significant attenuation was achieved at approach and cruise power levels.

Cook, G. R.↗
NASA NTRS1977

Quiet Clean Short-haul Experimental Engine (QCSEE). Core engine noise measurements

Noise measurements were taken on a turbofan engine which uses the same core, with minor modifications, employed on the quiet clean short-haul experimental engine (QCSEE) propulsion systems. Both nearfield and farfield noise measurements were taken in order to determine the core internally generated noise levels. The resulting noise measurements were compared to predicted combustor and turbine noise levels, to verify or improve the predicted QCSEE combustor and turbine noise levels.

Sowers, H. D.↗
NASA NTRS1998

Supersonic Jet Noise Reductions Predicted With Increased Jet Spreading Rate

In this paper, predictions are made of noise radiation from single, supersonic, axisymmetric jets. We examine the effects of changes in operating conditions and the effects of simulated enhanced mixing that would increase the spreading rate of jet shear layer on radiated noise levels. The radiated noise in the downstream direction is dominated by mixing noise and, at higher speeds, it is well described by the instability wave noise radiation model. Further analysis with the model shows a relationship between changes in spreading rate due to enhanced mixing and changes in the far field radiated peak noise levels. The calculations predict that enhanced jet spreading results in a reduction of the radiated peak noise level.

Dahl, Milo D.↗
NASA NTRS1983

A pilot study of human response to general aviation aircraft noise

A pilot study, conducted to evaluate procedures for measuring the noise impact and community response to general aviation aircraft around Torrance Municipal Airport, a typical large GA airport, employed Torrance Airport's computer-based aircraft noise monitoring system, which includes nine permanent monitor stations surrounding the airport. Some 18 residences near these monitor stations were equipped with digital noise level recorders to measure indoor noise levels. Residents were instructed to fill out annoyance diaries for periods of 5-6 days, logging the time of each annoying aircraft overflight noise event and judging its degree of annoyance on a seven-point scale. Among the noise metrics studied, the differential between outdoor maximum A-weighted noise level of the aircraft and the outdoor background level showed the best correlation with annoyance; this correlation was clearly seen at only high noise levels, And was only slightly better than that using outdoor aircraft noise level alone. The results indicate that, on a national basis, a telephone survey coupled with outdoor noise measurements would provide an efficient and practical means of assessing the noise impact of general aviation aircraft.

Stearns, J.↗
NASA NTRS1981

Comparison of predicted engine core noise with current and proposed aircraft noise certification requirements

Predicted engine core noise levels are compared with measured total aircraft noise levels and with current and proposed federal noise certification requirements. Comparisons are made at the FAR-36 measuring stations and include consideration of both full- and cutback-power operation at takeoff. In general, core noise provides a barrier to achieving proposed EPA stage 5 noise levels for all types of aircraft. More specifically, core noise levels will limit further reductions in aircraft noise levels for current widebody commercial aircraft.

Vonglahn, U. H.↗
NASA NTRS1984

Solar Terrestrial Influences on the D Region as Shown by the Level of Atmospheric Radio Noise

Measurements of the integrated atmospheric radio noise field strength at 27 kHz, used here, were made from 1965 to 1975 at Uppsala, Kuhlungsborn, and Prague-Panska Ves. The large scale meteorological situation was considered by comparing solar disturbed and undisturbed periods under similar weather situations. In order to show the effects of the precipitating high energy particle (HEP) flux and of the Forbush decrease on the noise level between pairs of stations were computed as deviations from the monthly median. Delta E (dB), day by day for all six periods was studied. The correlation coefficients for noon as well as for night values were computed. The correlation coefficients were compared with those for solar undisturbed periods.

Satori, G.↗
NASA NTRS2012

Aeroacoustics of Three-Stream Jets

Results from acoustic measurements of noise radiated from a heated, three-stream, co-annular exhaust system operated at subsonic conditions are presented. The experiments were conducted for a range of core, bypass, and tertiary stream temperatures and pressures. The nozzle system had a fan-to-core area ratio of 2.92 and a tertiary-to-core area ratio of 0.96. The impact of introducing a third stream on the radiated noise for third-stream velocities below that of the bypass stream was to reduce high frequency noise levels at broadside and peak jet-noise angles. Mid-frequency noise radiation at aft observation angles was impacted by the conditions of the third stream. The core velocity had the greatest impact on peak noise levels and the bypass-to-core mass flow ratio had a slight impact on levels in the peak jet-noise direction. The third-stream jet conditions had no impact on peak noise levels. Introduction of a third jet stream in the presence of a simulated forward-flight stream limits the impact of the third stream on radiated noise. For equivalent ideal thrust conditions, two-stream and three-stream jets can produce similar acoustic spectra although high-frequency noise levels tend to be lower for the three-stream jet.

Henderson, Brenda↗