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NASA NTRS2019

Acoustic Phased Array Quantification of Quiet Technology Demonstrator 3 Advanced Inlet Liner Noise Component

Acoustic phased array flyover noise measurements were acquired as part of the Boeing 737 MAX-7 NASA Advanced Inlet Liner segment of the Quiet Technology Demonstrator 3 (QTD3) flight test program. This paper reports on the processes used for separating and quantifying the engine inlet, exhaust and airframe noise source components and provides sample phased array-based comparisons of the component noise source levels associated with the inlet liner treatment configurations. Full scale flyover noise testing of NASA advanced inlet liners was conducted as part of the Quiet Technology Demonstrator 3 flight test program in July and August of 2018. Details on the inlet designs and testing are provided in the companion paper of Reference 1. The present paper provides supplemental details relating to the acoustic phased array portion of the analyses provided in Ref. 1. In brief, the test article was a Boeing 737MAX-7 aircraft with a modified right hand (starboard side) engine inlet, which consisted of either a production inlet liner, a NASA designed inlet liner or a simulated hard wall configuration (accomplished by applying speed tape over the inlet acoustic treatment areas). In all three configurations, the engine forward fan case acoustic panel was replaced with a unperforated (hardwall) panel. No other modifications to any other acoustic treatment areas were made. The left hand (port side) engine was a production engine and was flown at idle thrust for all measurements in order to isolate the effects of the inlet liners to the right hand engine. As described in Ref. 1, the NASA inlet treatment consists of laterally cut slots (cut perpendicular to the flow direction) which are designed to reduce excrescence drag while maintaining or exceeding the liner acoustic noise reduction capabilities. The NASA inlet liner consists of a Multi-Degree of Freedom (MDOF) design with two breathable septum layers inserted into each honeycomb cell [1]. The aircraft noise measurements were acquired for both takeoff (flaps 1 setting, gear up) and approach (flaps 30 gear up and gear down) configurations. The inlet and flight test configurations are summarized in Table 1. Table 1: Inlet Treatment and Flight Configurations Inlet Forward Fan Case Aircraft Production Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down NASA Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down Hardwall Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down III.Test Description and Hardware The flight testing was conducted at the Grant County airport in Moses Lake, WA, between 27 July and 6 August 2018. The noise measurement instrumentation included 8 flush dish microphones arranged in a noise certification configuration as well as an 840 microphone phased array. The flush dish microphones were used to quantify the levels and differences in levels between the various inlet treatments. The phased array was used to separate and quantify the narrowband (tonal) and broadband noise component levels from the engine inlet/exhaust and from the airframe. Phased array extraction of the broadband component was critical to this study because it allowed for the separation of the inlet component from the total airplane level noise even when it was significantly below the total level. Figure 1 provides an overview of the phased array microphone layout as well as a detailed image of an individual phased array microphone mounted in a plate holder (the microphone sensor is the dot in the center of the plate). The ground plane ensemble array microphones (referred to as “ensemble array” in this paper) were mounted in plates with “flower petal” edges designed to minimize edge scattering effects. Fig. 1 Flyover test microphone layout. The phased array configuration was the result of a progressive development of concepts originally implemented in Ref. 2 and refined over the following years, consisting namely of multiple multi-arm logarithmic spiral subarrays designed to cover overlapping frequency ranges and optimized for various aircraft emission angles. For the present case, the signals from all 840 microphones were acquired on a single system. The 840 microphones were parsed into 11 primary subarray sets spanning from smallest to largest aperture size and labeled accordingly as “a, b, …, k”, where “a” corresponds to the smallest fielded subarray and “k” corresponds to the largest aperture subarray. The apertures ranged from approximately 10 ft to 427 ft in size (in the flight direction) with the subarrays consisting of between 215 and 312 microphones. Figure 2 shows three such subarrays, k, h and a. As done in Ref. 2, microphones were shared between subarrays in order to reduce total channel count. Fig. 2 Sample subarray sizes (20° from overhead – refer to Figure 3a discussion). In addition to the above, each of the 11 primary subarray sets consisted of four subarrays optimized to provide near equivalent array spatial resolution in both the flight and lateral directions within 30 degrees of overhead (i.e., airplane directly above the center of the array), namely, at angles  of 0, ±10, ±20 and ±30 degrees relative to overhead where angle  is defined as shown in Figure 3a. This allowed for optimized aircraft noise measurements from 60 to 120 degree emission angle.6 An example of this pletharray design is shown in Figure 3b for the k subarray. When the aircraft is at overhead, the microphones indicated by the blue markers are used for beamforming. When the aircraft is at angles ±10 degrees from overhead, both the blue and red colored microphones are used, and so on for the ±20 and ±30 degree aircraft locations. See Ref. 3 for extensive details on pletharray design for aeroacoustic phased array testing. 6 In the discussions that follow, emission angle values are used. These are the angles at the time sound is emitted relative to the engine axis and are calculated based on flight path angle, body aircraft body angle with respect to the relative wind direction, and engine axis angle relative to aircraft body angle.

Brusniak, Leon↗
NASA NTRS2005

Three-Dimensional Application of DAMAS Methodology for Aeroacoustic Noise Source Definition

At the 2004 AIAA/CEAS Aeroacoustic Conference, a breakthrough in acoustic microphone array technology was reported by the authors. A Deconvolution Approach for the Mapping of Acoustic Sources (DAMAS) was developed which decouples the array design and processing influence from the noise being measured, using a simple and robust algorithm. For several prior airframe noise studies, it was shown to permit an unambiguous and accurate determination of acoustic source position and strength. As a follow-on effort, this paper examines the technique for three-dimensional (3D) applications. First, the beamforming ability for arrays, of different size and design, to focus longitudinally and laterally is examined for a range of source positions and frequency. Advantage is found for larger array designs with higher density microphone distributions towards the center. After defining a 3D grid generalized with respect to the array s beamforming characteristics, DAMAS is employed in simulated and experimental noise test cases. It is found that spatial resolution is much less sharp in the longitudinal direction in front of the array compared to side-to-side lateral resolution. 3D DAMAS becomes useful for sufficiently large arrays at sufficiently high frequency. But, such can be a challenge to computational capabilities, with regard to the required expanse and number of grid points. Also, larger arrays can strain basic physical modeling assumptions that DAMAS and all traditional array methodologies use. An important experimental result is that turbulent shear layers can negatively impact attainable beamforming resolution. Still, the usefulness of 3D DAMAS is demonstrated by the measurement of landing gear noise source distributions in a difficult hard-wall wind tunnel environment.

Brooks, Thomas F.↗
NASA NTRS1999

Automated Development of Accurate Algorithms and Efficient Codes for Computational Aeroacoustics

The simulation of sound generation and propagation in three space dimensions with realistic aircraft components is a very large time dependent computation with fine details. Simulations in open domains with embedded objects require accurate and robust algorithms for propagation, for artificial inflow and outflow boundaries, and for the definition of geometrically complex objects. The development, implementation, and validation of methods for solving these demanding problems is being done to support the NASA pillar goals for reducing aircraft noise levels. Our goal is to provide algorithms which are sufficiently accurate and efficient to produce usable results rapidly enough to allow design engineers to study the effects on sound levels of design changes in propulsion systems, and in the integration of propulsion systems with airframes. There is a lack of design tools for these purposes at this time. Our technical approach to this problem combines the development of new, algorithms with the use of Mathematica and Unix utilities to automate the algorithm development, code implementation, and validation. We use explicit methods to ensure effective implementation by domain decomposition for SPMD parallel computing. There are several orders of magnitude difference in the computational efficiencies of the algorithms which we have considered. We currently have new artificial inflow and outflow boundary conditions that are stable, accurate, and unobtrusive, with implementations that match the accuracy and efficiency of the propagation methods. The artificial numerical boundary treatments have been proven to have solutions which converge to the full open domain problems, so that the error from the boundary treatments can be driven as low as is required. The purpose of this paper is to briefly present a method for developing highly accurate algorithms for computational aeroacoustics, the use of computer automation in this process, and a brief survey of the algorithms that have resulted from this work. A review of computational aeroacoustics has recently been given by Lele.

Goodrich, John W.↗
NASA NTRS1976

Flight evaluation of two-segment approaches using area navigation guidance equipment

A two-segment noise abatement approach procedure for use on DC-8-61 aircraft in air carrier service was developed and evaluated. The approach profile and procedures were developed in a flight simulator. Full guidance is provided throughout the approach by a Collins Radio Company three-dimensional area navigation (RNAV) system which was modified to provide the two-segment approach capabilities. Modifications to the basic RNAV software included safety protection logic considered necessary for an operationally acceptable two-segment system. With an aircraft out of revenue service, the system was refined and extensively flight tested, and the profile and procedures were evaluated by representatives of the airlines, airframe manufacturers, the Air Line Pilots Association, and the Federal Aviation Adminstration. The system was determined to be safe and operationally acceptable. It was then placed into scheduled airline service for an evaluation during which 180 approaches were flown by 48 airline pilots. The approach was determined to be compatible with the airline operational environment, although operation of the RNAV system in the existing terminal area air traffic control environment was difficult.

Schwind, G. K.↗
NASA NTRS2006

Towards an Airframe Noise Prediction Methodology: Survey of Current Approaches

In this paper, we present a critical survey of the current airframe noise (AFN) prediction methodologies. Four methodologies are recognized. These are the fully analytic method, CFD combined with the acoustic analogy, the semi-empirical method and fully numerical method. It is argued that for the immediate need of the aircraft industry, the semi-empirical method based on recent high quality acoustic database is the best available method. The method based on CFD and the Ffowcs William- Hawkings (FW-H) equation with penetrable data surface (FW-Hpds ) has advanced considerably and much experience has been gained in its use. However, more research is needed in the near future particularly in the area of turbulence simulation. The fully numerical method will take longer to reach maturity. Based on the current trends, it is predicted that this method will eventually develop into the method of choice. Both the turbulence simulation and propagation methods need to develop more for this method to become useful. Nonetheless, the authors propose that the method based on a combination of numerical and analytical techniques, e.g., CFD combined with FW-H equation, should also be worked on. In this effort, the current symbolic algebra software will allow more analytical approaches to be incorporated into AFN prediction methods.

Farassat, Fereidoun↗
NASA NTRS1995

A test of a vortex method for the computation of flap side edge noise

Upon approach to landing, a major source location of airframe noise occurs at the side edges of the part span, trailing edge flaps. In the vicinity of these flaps, a complex arrangement of spanwise flow with primary and secondary tip vortices may form. Each of these vortices is observed to become fully three-dimensional. In the present study, a numerical model is developed to investigate the noise radiated from the side edge of a flap. The inherent three-dimensionality of this flow forces us to carefully consider a numerical scheme which will be both accurate in its prediction of the flow acoustics and also computationally efficient. Vortex methods have offered a fast and efficient means of simulating many two and three-dimensional, vortex dominated flows. In vortex methods, the time development of the flow is tracked by following exclusively the vorticity containing regions. Through the Biot-Savart law, knowledge of the vorticity field enables one to obtain flow quantities at any desired location during the flow evolution. In the present study, a numerical procedure has been developed which incorporates the Lagrangian approach of vortex methods into a calculation for the noise radiated by a flow-surface interaction. In particular, the noise generated by a vortex in the presence of a flat half plane is considered. This problem serves as a basic model of flap edge flow. It also permits the direct comparison between our computed results and previous acoustic analyses performed for this problem. In our numerical simulations, the mean flow is represented by the complex potential W(z) = Aiz(exp l/2), which is obtained through conformal mapping techniques. The magnitude of the mean flow is controlled by the parameter A. This mean flow has been used in the acoustic analysis by Hardin and is considered a reasonable model of the flow field in the vicinity of the edge and away from the leading and trailing edges of the flap. To represent the primary vortex which occurs near the flap, a point vortex is introduced just below the flat half plane. Using a technique from panel methods, boundary conditions on the flap surface are satisfied by the introduction of a row of stationary point vortices along the extent of the flap. At each time step in the calculation, the strength of these vortices is chosen to eliminate the normal velocity at intermediary collocation points. The time development of the overall flow field is then tracked using standard techniques from vortex methods. Vortex trajectories obtained through this computation are in good agreement with those predicted by the analytical solution given by Hardin, thus verifying the viability of this procedure for more complex flow arrangements. For the flow acoustics, the Ffowcs Williams-Hawkings equation is numerically integrated. This equation supplies the far field acoustic pressure based upon pressures occurring along the flap surface. With our vortex method solution, surface pressures may be obtained with exceptional resolution. The Ffowcs Williams-Hawkings equation is integrated using a spatially fourth order accurate Simpson's rule. Rational function interpolation is used to obtain the surface pressures at the appropriate retarded times. Comparisons between our numerical results for the acoustic pressure and those predicted by the Hardin analysis have been made. Preliminary results indicate the need for an improved integration technique. In the future, the numerical procedure developed in this study will be applied to the case of a rectangular flap of finite thickness and ultimately modified for application to the fully three-dimensional problem.

Martin, James E.↗
NASA NTRS2014

Experimental Study of Slat Noise from 30P30N Three-Element High-Lift Airfoil in JAXA Hard-Wall Low-Speed Wind Tunnel

Aeroacoustic measurements associated with noise radiation from the leading edge slat of the canonical, unswept 30P30N three-element high-lift airfoil configuration have been obtained in a 2 m x 2 m hard-wall wind tunnel at the Japan Aerospace Exploration Agency (JAXA). Performed as part of a collaborative effort on airframe noise between JAXA and the National Aeronautics and Space Administration (NASA), the model geometry and majority of instrumentation details are identical to a NASA model with the exception of a larger span. For an angle of attack up to 10 degrees, the mean surface Cp distributions agree well with free-air computational fluid dynamics predictions corresponding to a corrected angle of attack. After employing suitable acoustic treatment for the brackets and end-wall effects, an approximately 2D noise source map is obtained from microphone array measurements, thus supporting the feasibility of generating a measurement database that can be used for comparison with free-air numerical simulations. Both surface pressure spectra obtained via KuliteTM transducers and the acoustic spectra derived from microphone array measurements display a mixture of a broad band component and narrow-band peaks (NBPs), both of which are most intense at the lower angles of attack and become progressively weaker as the angle of attack is increased. The NBPs exhibit a substantially higher spanwise coherence in comparison to the broadband portion of the spectrum and, hence, confirm the trends observed in previous numerical simulations. Somewhat surprisingly, measurements show that the presence of trip dots between the stagnation point and slat cusp enhances the NBP levels rather than mitigating them as found in a previous experiment.

Murayama, Mitsuhiro↗
NASA NTRS2016

Testing Installed Propulsion For Shielded Exhaust Configurations

Jet-surface interaction (JSI) can be a significant factor in the exhaust noise of installed propulsion. Tests to further understanding and prediction of the acoustic impacts of JSI have been described. While there were many objectives for the NASA JSI1044 test, the overall objective was to prepare for a 2016 test validating the design of a low-noise, low-boom supersonic commercial airliner. In this paper we explore design requirements for a partial aircraft model to be used in subscale acoustic testing, especially focusing on the amount of shielding surface that must be provided to simulate the acoustic environment between propulsion exhaust system and observer. We document the dual-stream jets, both nozzle and flow conditions, which were tested to extend JSI acoustic modeling from simple single-stream jets to realistic dual-stream exhaust nozzles. Examples of observations found as surface geometry and flow conditions were varied were provided. And we have presented initial measurements of the installation impacts of integrating the propulsion on the airframe for a supersonic airliner with realistic airframe geometries and nozzles.

engine airframe integration↗
NASA NTRS2016

Testing Installed Propulsion for Shielded Exhaust Configurations

Jet-surface interaction (JSI) can be a significant factor in the exhaust noise of installed propulsion systems. Tests to further the understanding and prediction of the acoustic impacts of JSI have been described. While there were many objectives for the test, the overall objective was to prepare for a future test validating the design of a low-noise, lowboom supersonic commercial airliner. In this paper we explore design requirements for a partial aircraft model to be used in subscale acoustic testing, especially focusing on the amount of aircraft body that must be included to produce the acoustic environment between propulsion exhaust system and observer. We document the dual-stream jets, both nozzle and flow conditions, which were tested to extend JSI acoustic modeling from simple singlestream jets to realistic dual-stream exhaust nozzles. Sample observations are provided of changes to far-field sound as surface geometry and flow conditions were varied. Initial measurements are presented for integrating the propulsion on the airframe for a supersonic airliner with simulated airframe geometries and nozzles. Acoustic impacts of installation were modest, resulting in variations of less than 3 EPNdB in most configurations.

engine airframe integration↗
NASA NTRS1996

Guidance and Control Design for High-Speed Rollout and Turnoff (ROTO)

A ROTO architecture, braking and steering control law and display designs for a research high speed Rollout and Turnoff (ROTO) system applicable to transport class aircraft are described herein. Minimum surface friction and FMS database requirements are also documented. The control law designs were developed with the aid of a non-real time simulation program incorporating airframe and gear dynamics as well as steering and braking guidance algorithms. An attainable objective of this ROTO system, as seen from the results of this study, is to assure that the studied aircraft can land with runway occupancy times less then 53 seconds. Runway occupancy time is measured from the time the aircraft crosses the runway threshold until its wing tip clears the near side of the runway. Turnoff ground speeds of 70 knots onto 30 degree exits are allowed with dry and wet surface conditions. Simulation time history and statistical data are documented herein. Parameters which were treated as variables in the simulation study include aircraft touchdown weight/speed/location, aircraft CG, runway friction, sensor noise and winds. After further design and development of the ROTO control system beyond the system developed earlier, aft CG MD-11 aircraft no longer require auto-asymmetric braking (steering) and fly-by-wire nose gear steering. However, the auto ROTO nose gear hysteresis must be less than 2 degrees. The 2 sigma dispersion certified for MD-11 CATIIIB is acceptable. Using this longitudinal dispersion, three ROTO exits are recommended at 3300, 4950 and 6750 feet past the runway threshold. The 3300 foot exit is required for MD-81 class aircraft. Designs documented in this report are valid for the assumptions/models used in this simulation. It is believed that the results will apply to the general class of transport aircraft; however further effort is required to validate this assumption for the general case.

Goldthorpe, S. H.↗
NASA NTRSDate not supplied

Experimental Studies of Open Rotor Installation Effects

Open rotor propulsion technologies offer an opportunity for reducing fuel burn. At the same time, great challenges arise from this radically different engine architecture in terms of aircraft system integration. The aeroacoustic effects of integration are one of those key challenges and, furthermore, can offer the possibility for total aircraft system noise reduction. The inter-relationship of the aerodynamic and aeroacoustic system integration effects is particularly important to enable future application. An extensive model scale test campaign was conducted to investigate a broad range of these open rotor installation effects for both a conventional and an unconventional airframe. The experimental campaign was conducted in the Boeing Low Speed Aeroacoustic Facility with specially designed modifications for efficient positioning of the open rotor rig relative to the airframe. The airframe was traversed remotely relative to the fixed open rotor rig providing for the investigation of a large number of installation positions. Eight positions around the main wing of the conventional airframe and eleven positions above the hybrid wing body airframe were documented. Other parameters investigated in the test campaign included forward flight simulation Mach number, angle of attack, rotor speed, and airframe control surface deployment. In addition, both airframes were modified for alternate configurations. The conventional airframe was configured with both a T and a U tail while the unconventional hybrid wing body airframe was configured with different vertical control surfaces. An extensive instrumentation package was deployed. The acoustics were documented with a fixed array of far field microphones, a traversing array of in-flow microphones, an out-of-flow traversing phased array, and unsteady pressure transducers mounted flush on the surface of the airframes. In addition, mean flow surveys were measured with an articulating arm traversing system. The flow field surveys were particularly valuable in documenting flow distortion effects for the various installation positions and those created by angle of attack. This presentation will report the key results obtained for open rotor installation effects and discuss future prospects with the perspective of these results.

Michael J Czech↗
NASA NTRS2005

Computational Analysis of the Flow and Acoustic Effects of Jet-Pylon Interaction

Computational simulation and prediction tools were used to understand the jet-pylon interaction effect in a set of bypass-ratio five core/fan nozzles. Results suggest that the pylon acts as a large scale mixing vane that perturbs the jet flow and jump starts the jet mixing process. The enhanced mixing and associated secondary flows from the pylon result in a net increase of noise in the first 10 diameters of the jet s development, but there is a sustained reduction in noise from that point downstream. This is likely the reason the pylon nozzle is quieter overall than the baseline round nozzle in this case. The present work suggests that focused pylon design could lead to advanced pylon shapes and nozzle configurations that take advantage of propulsion-airframe integration to provide additional noise reduction capabilities.

Hunter, Craig A.↗
NASA NTRS2014

Assessing Fan Flutter Stability in the Presence of Inlet Distortion Using One-way and Two-way Coupled Methods

Concerns regarding noise, propulsive efficiency, and fuel burn are inspiring aircraft designs wherein the propulsive turbomachines are partially (or fully)embedded within the airframe; such designs present serious concerns with regard to aerodynamic and aeromechanic performance of the compression system in response to inlet distortion. Previously, a preliminary design of a forward-swept high-speed fan exhibited flutter concerns in clean-inlet flows, and the present author then studied this fan further in the presence of off-design distorted in-flows. A three-dimensional, unsteady, Navier-Stokes computational fluid dynamics code is applied to analyze and corroborate fan performance with clean inlet flow. This code, already validated in its application to assess aerodynamic damping of vibrating blades at various flow conditions using a loosely-coupled approach, is modified to include a tightly-coupled aeroelastic simulation capability, and then loosely-coupled and tightly-coupled methods arecompared in their evaluation of flutter stability in distorted in-flows.

fluid-structure interaction↗
NASA NTRS1996

The Influences of Lamination Angles on the Interior Noise Levels of an Aircraft

The feasibility of reducing the interior noise levels of an aircraft passenger cabin through optimization of the composite lay up of the fuselage is investigated. MSC/NASTRAN, a commercially available finite element code, is used to perform the dynamic analysis and subsequent optimization of the fuselage. The numerical calculation of sensitivity of acoustic pressure to lamination angle is verified using a simple thin, cylindrical shell with point force excitations as noise sources. The thin shell used represents a geometry similar to the fuselage and analytic solutions are available for the cylindrical thin shell equations of motion. Optimization of lamination angle for the reduction of interior noise is performed using a finite element model of an actual aircraft fuselage. The aircraft modeled for this study is the Beech Starship. Point forces simulate the structure borne noise produced by the engines and are applied to the fuselage at the wing mounting locations. These forces are the noise source for the optimization problem. The acoustic pressure response is reduced at a number of points in the fuselage and over a number of frequencies. The objective function is minimized with the constraint that it be larger than the maximum sound pressure level at the response points in the passenger cabin for all excitation frequencies in the range of interest. Results from the study of the fuselage model indicate that a reduction in interior noise levels is possible over a finite frequency range through optimal configuration of the lamination angles in the fuselage. Noise reductions of roughly 4 dB were attained. For frequencies outside the optimization range, the acoustic pressure response may increase after optimization. The effects of changing lamination angle on the overall structural integrity of the airframe are not considered in this study.

Fernholz, Christian M.↗
NASA NTRSDate not supplied

Simulation and Analysis of NASA Lift Plus Cruise eVTOL Crash Test

The National Aeronautics and Space Administration (NASA) will perform a full-scale crash test of a representative electric vertical take-off and landing (eVTOL) fuselage in November 2022. The test article is a carbon-composite fuselage cabin section of the six-passenger lift plus cruise (LPC) eVTOL design concept which was created by NASA to advance understanding of eVTOL propulsion, noise, and safety. The test will consist of impacting the fuselage cabin section onto a concrete surface with a combined horizontal and vertical velocity approximating a severe but survivable crash landing for this vehicle design. Data generated from this test will be used to inform eVTOL crashworthiness regulation development, evaluate the use of energy absorbing concepts within vehicle design, and validate finite element model (FEM) techniques used in crashworthiness predictions. The cabin section response will be evaluated using structural instrumentation, anthropometric test devices (ATDs), and high-speed photogrammetry. This study will compare pre-test FEM predictions to test results to quantify the capability of these tools to predict crashworthiness of the carbon-composite eVTOL airframe.

Crashworthiness↗
NASA NTRSDate not supplied

Simulation and Analysis of NASA Lift Plus Cruise eVTOL Crash Test

The National Aeronautics and Space Administration (NASA) will perform a full-scale crash test of a representative electric vertical take-off and landing (eVTOL) fuselage in November 2022. The test article is a carbon-composite fuselage cabin section of the six-passenger lift plus cruise (LPC) eVTOL design concept which was created by NASA to advance understanding of eVTOL propulsion, noise, and safety. The test will consist of impacting the fuselage cabin section onto a concrete surface with a combined horizontal and vertical velocity approximating a severe but survivable crash landing for this vehicle design. Data generated from this test will be used to inform eVTOL crashworthiness regulation development, evaluate the use of energy absorbing concepts within vehicle design, and validate finite element model (FEM) techniques used in crashworthiness predictions. The cabin section response will be evaluated using structural instrumentation, anthropometric test devices (ATDs), and high-speed photogrammetry. This study will compare pre-test FEM predictions to test results to quantify the capability of these tools to predict crashworthiness of the carbon-composite eVTOL airframe.

Crashworthiness↗
NASA NTRS2004

Fundamental Investigations of Airframe Noise

An extensive numerical and experimental study of airframe noise mechanisms associated with a subsonic high-lift system has been performed at NASA Langley Research Center (LaRC). Investigations involving both steady and unsteady computations and experiments on a small-scale, part-span flap model are presented. Both surface (steady and unsteady pressure measurements, hot films, oil flows, pressure sensitive paint) and off surface (5 hole-probe, particle-imaged velocimetry, laser velocimetry, laser light sheet measurements) were taken in the LaRC Quiet Flow Facility (QFF) and several hard-wall tunnels up to flight Reynolds number. Successful microphone array measurements were also taken providing both acoustic source maps on the model, and quantitative spectra. Critical directivity measurements were obtained in the QFF. NASA Langley unstructured and structured Reynolds- Averaged Navier-Stokes codes modeled the flap geometries excellent comparisons with surface and offsurface experimental data were obtained. Subsequently, these meanflow calculations were utilized in both linear stability and direct numerical simulations of the flap-edge flow field to calculate unsteady surface pressures and farfield acoustic spectra. Accurate calculations were critical in obtaining not only noise source characteristics, but shear layer correction data as well. Techniques utilized in these investigations as well as brief overviews of results will be given.

Macaraeg, M. G.↗