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NASA NTRS2018

Infrasonic Stethoscope for Monitoring Physiological Processes

An infrasonic stethoscope for monitoring physiological processes of a patient includes a microphone capable of detecting acoustic signals in the audible frequency bandwidth and in the infrasonic bandwidth (0.03 to 1000 Hertz), a body coupler attached to the body at a first opening in the microphone, a flexible tube attached to the body at a second opening in the microphone, and an earpiece attached to the flexible tube. The body coupler is capable of engagement with a patient to transmit sounds from the person, to the microphone and then to the earpiece.

Shams, Qamar A.↗

NASA NTRS2018

Experimental and Computational Study of Tones Occurring with a Coaxial Nozzle

The source of audible tones occurring with a coaxial nozzle in a range of low Mach numbers is explored experimentally as well as computationally. The hardware is comprised of an inner and an outer nozzle, without a center-body, that are held together by a set of four struts. With increasing jet Mach number (M(sub j)), first a tone occurred at about 2550 Hz around M(sub j)=0.06. At higher values of M(sub j) a tone at 5200 Hz dominated the noise spectra. The corresponding nondimensional frequency, based on effective thickness of the inner nozzle lip and jet exit velocity, turned out to be about 0.2, a value characteristic of Karmann vortex shedding. Thus, vortex shedding from the inner nozzle lip could be linked to the tones. From a comparison of the acoustic wavelengths and the nozzle dimensions, it was inferred that the vortex shedding excited a one-quarter-wave resonance within the divergent section of either the inner nozzle or the outer nozzle. This led to the generation of the sharp tones.

nozzle↗

NASA NTRS2018

Infrasonic Stethoscope for Monitoring Physiological Processes

Shams, Qamar A.↗

NASA NTRSDate not supplied

Urban Air Mobility Noise: Current Practice, Gaps, and Recommendations

AN Air Mobility (UAM) is an opportunity for aviation to improve transportation systems across the world. Representative UAM vehicle attributes include electrical vertical takeoff and landing (eVTOL) vehicles that can accommodate up to 6 passengers (or equivalent cargo), are possibly autonomous, perform missions of up to 100 nautical miles at altitudes up to 3000 ft. above ground level, have flight speeds up to 200 knots, and weigh between 800 and 8000 pounds. Along with the many anticipated benefits, there will be noise issues that need to be addressed. In 2018, NASA formed an Urban Air Mobility Noise Working Group (UNWG) to assemble noise experts from industry, universities and government agencies to identify, discuss, and address UAM noise issues. This oral presentation summarizes technology gaps and goals associated with four areas of interest: Tools & Technologies, Ground & Flight Testing, Human Response & Metrics, and Regulation & Policy, and is drawn from a draft white paper [1] by the same title. Tools & Technologies include noise prediction tools and noise reduction technologies that have been developed for conventional rotorcraft and fixed-wing vehicles that may be applicable or need to be modified for UAM. Prediction tools need to be able to account for variable speed rotors and other temporal variation effects that impact community noise. A reprioritization of noise sources needs to be done since UAM vehicles include multiple rotors/propellers, often in proximity to one another and/or the airframe, with dynamic transition, and new noise sources such as electric motors or hybrid-electric propulsion. Scattering and propagation methods need to be developed that include the vehicle components and surfaces near a receiver such as buildings and vertiports. Validation databases are needed to quantify prediction uncertainties. Prediction tools used to evaluate community noise will need source models appropriate for a wide range of UAM vehicles. Existing noise reduction technologies need to be evaluated and new noise reduction technologies should be developed in anticipation of future noise requirements. Although the prediction and treatment of interior cabin noise is a secondary goal, it is recognized that new tools and methods may be needed due to the uniqueness of the vehicle design and the presence of both acoustic and structure-borne loads. Ground & Flight Testing has been a critical part of validating noise reduction technologies and verifying that an air vehicle is ready for certification. UAM vehicles introduce new challenges for test procedures such as different source noise directivity, unsteady sources due to maneuvers, and a variety of takeoff and approach trajectories. The operating environment will be more complex than current aircraft with the introduction of vertiports in populated areas with “urban canyons” making reflections an important part of noise prediction and annoyance. It is expected that new test procedures and measurement methods will be necessary. Consideration will need to be given for both piloted and autonomous operations. Human Response & Metrics may be very different for UAM noise compared to current experience with airport noise. Current metrics used to certify rotorcraft and fixed-wing aircraft may not be as useful for evaluating UAM noise. Operations at lower altitudes may influence annoyance. Psychoacoustic and community testing will be needed to quantify annoyance and assess appropriate metrics. In addition to conventional noise level metrics, considerations such as audibility and temporal variation of the sound may be required. Differences between indoor or outdoor exposure will have an impact with dependence on urban and residential flight paths. Aircraft noise is currently regulated at a national level and typically involves partnerships with the industry to establish regulations. Regulators realize that current policies and procedures may not be appropriate for some of the emerging air vehicles and new procedures may be needed to address UAM noise. Development of new policies and procedures are needed so that local communities do not hastily attempt to establish their own restrictions that will both limit growth of the market and create an inconsistent and confusing regulatory environment. To expedite this development, it is crucial early measurement data are shared through partnership arrangements to support both noise certification and noise modeling/noise assessment. At the same time, an effective engagement strategy should be developed to address local community noise issues associated with UAM vehicles and flight operations as they arise.

urban air mobility↗

NASA NTRSDate not supplied

Recent NASA Research into the Psychoacoustics of Urban Air Mobility Vehicles

NASA maintains multiple psychoacoustic laboratories across the United States. One focus of research in these facilities is to investigate the human reaction to the noise of notional UAM vehicles. This effort will look for answers to several questions: What does a “good” UAM sound like? What might be the impact on existing urban soundscapes? What will people think when there are an [economically viable] number of these machines operating? Although this effort is ongoing, a number of advances have already been made: A psychoacoustic test to guide UAM sound design has been recently completed. Several algorithms to assess the audibility of a UAM vehicle in an existing background soundscape have been put forward. A technical memorandum detailing best practices for recording and reproduction of background sounds for UAM psychoacoustic research has been published (TM 20210017504). Flexible data analysis methods that could be agile to changes in perception that occur when large numbers of vehicles are flying have been developed by extending existing metrics. This presentation gives an overview of this completed and continuing research.

UAM↗

NASA NTRS2022

Consistency of Annoyance Perception of Sonic Booms and Survey Satisficing

There is a potential in community sonic boom tests for survey measurement error due to recall errors. This occurs when a reported value differs from a participant’s true experience. The two topics examined in this paper are 1) recall bias: how consistently participants recall their annoyance to sonic thump events and 2) survey satisficing: whether participants opt for early survey termination if the option is available. Data from QSF18 were examined for evidence of recall bias and survey satisficing via inconsistencies between single event and daily summary survey reports. In terms of recall bias, when only one single event survey and daily summary survey were submitted by a participant on a particular day, both the single event and daily summary annoyance ratings match in the majority of instances (167 of 186). In terms of survey satisficing, there were fewer questions in the daily summary survey if the participant reported not hearing any sonic thumps during the day. Nevertheless, the instances of participants inconsistently reporting boom audibility between the single event and daily summary survey are relatively few (66 of 767). Therefore, the results of this study provide evidence to rule out recall bias and satisficing as sources of error in the QSF18 study.

Recall bias↗

NASA NTRSDate not supplied

Characterization of Urban Air Mobility Vehicle Operational Noise and Community Noise Impact

This presentation focuses on the process for predicting urban air mobility (UAM) vehicle noise at the source and how that can be used to estimate the impact on the community. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. Many UAM vehicles have redundant controls, so the trimmed state for any particular operating condition may not be unique, with some states producing more noise than others. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, inclusive of propulsion airframe aeroacoustic effects, may be computed and so-called source noise (hemi)spheres generated. Land use planning tools, including those using simulation and integrated modeling approaches, use these (or derived) data to generate noise exposure maps on the ground. Alternatively, these data may serve as input to auralization, turning the numerical data into an audible sound that can subsequently be used as part of a perception-influenced acoustic design process that takes into account human response.

urban air mobiliy↗

NASA NTRSDate not supplied

Characterization of Urban Air Mobility Vehicle Operational Noise and Community Noise Impact

This presentation focuses on the process for predicting urban air mobility (UAM) vehicle noise at the source and how that can be used to estimate and mitigate the impact on the community. Following conceptual design, in which the vehicle is appropriately sized for its intended mission, a comprehensive analysis must be performed for a range of operating conditions spanning the flight envelope to determine the corresponding configurations of the vehicle, that is, the trimmed states. Many UAM vehicles have redundant controls, so the trimmed state for any particular operating condition may not be unique, with some states producing more noise than others. For each trimmed state, the noise produced by each source, for example, steady and unsteady rotor noise, inclusive of propulsion airframe aeroacoustic effects, may be computed and so-called source noise (hemi)spheres generated. The data may be used for analyses supporting noise certification or serve as input to auralizations (turning the numerical data into an audible sound) that can subsequently be used as part of a perception-influenced acoustic design process. Land use planning tools, including those using simulation and integrated modeling approaches, also use these (or derived) data to generate noise exposure maps on the ground. Finally, the data may be used to support development of low noise flight operations using an acoustic flight simulator or acoustically aware flight control.

urban air mobility↗

NASA NTRSDate not supplied

Quiet Spacecraft Cabin Ventilation Fan Development: Motivation and Context

It is important to control acoustical noise aboard crewed space vehicles and space habitats to provide a satisfactory environment for voice communications, alarm audibility, and restful sleep, and to minimize the risk for hearing loss and annoyance. As with most noise control efforts, it is best to control the noise at the source, and for spaceflight vehicles these are typically the fans associated with the Environmental Control and Life Support (ECLS) system. These include air ventilation fans, such as the main air conditioning fan (the ‘cabin fan’), intermodule ventilation (IMV) fans, air revitalization fans (for removal of carbon dioxide and trace contaminates), and thermal cooling fans. Thermal cooling pumps that circulate cooling fluid are another significant noise source in spaceflight vehicles, but these are outside of the scope of this paper. Throughout the history of crewed spaceflight, there have been issues with noise from ECLS ventilation fans. In the Apollo Command Module (CM) the crew would turn off the CM cabin fan once in orbit and use the backup suit-loop fan for ventilation because noise from the cabin fan interfered with communications and was an annoyance. On the Space Shuttle the ventilation system underwent significant redesign, including the addition of ventilation system mufflers, with resulting noise levels that were still too-high for long-duration missions. In the early years of International Space Station (ISS) operations, acoustical noise was one of the top two habitability issues, resulting in significant noise controls (along with significant cost and crew-time impacts) being implemented on-orbit on many fans, with significant noise reductions realized only after replacing noisy fans with fans of a quieter design, funded by the ISS Program. And, with the spaceflight vehicles and habitats currently being developed, there are again concerns with noise levels from ventilation fans. In the Orion vehicle, additional duct mufflers needed to be added to address the cabin fan noise. The Gateway’s Habitation and Logistics Outpost (HALO) module and low-Earth orbit (LEO) Freeflyer habitats are currently working to solve this problem. This will also be an issue for lunar and Mars spaceflight vehicles, space suits, and surface habitats. In an effort to address this problem, NASA is working to leverage the technology developed in its Aeronautics Research Mission Directorate (ARMD), specifically at the Glenn Research Center (GRC), to design highly efficient and quiet fans for reducing community noise levels from civilian aircraft. This technology was created over decades of research and development, and was proven to be effective at reducing aircraft noise levels. The current collaboration across NASA Centers, including HQ, GRC, and the Johnson Space Center (JSC) in this area is the first effort at re-purposing these tools, i.e. design codes and techniques, developed for high Reynolds number fans to spaceflight vehicle and habitat, low Reynolds number, fans. This paper will discuss the need for transfer of aeronautics fan design technology to spaceflight use. This paper will also discuss the potential benefits from this, which are significant, including 1) volume and mass savings from noise controls that are no longer as large or needed at all, 2) reduced system pressure loss from mufflers and silencers (that don’t need to be as restrictive) for better ventilation, 3) reduced power draw because of the reduced system pressure loss and the highly efficient fan design, and 4) satisfying spaceflight vehicle acoustic requirements to provide a safe and habitable acoustic environment for astronaut crewmembers. All of these benefits will be crucial for the successful development and operations of future spaceflight vehicles, space suits, and habitats.

Christopher S. Allen↗

NASA NTRSDate not supplied

Quiet Spacecraft Cabin Ventilation Fan Development: Motivation and Context

Christopher S. Allen↗

NASA NTRS2022

Atmospheric Waves and Global Seismoacoustic Observations of the January 2022 Hunga Eruption, Tonga

The 15 January 2022 climactic eruption of Hunga volcano, Tonga, produced an explosion in the atmosphere of a size that has not been documented in the modern geophysical record. The event generated a broad range of atmospheric waves observed globally by various ground-based and spaceborne instrumentation networks. Most prominent was the surface-guided Lamb wave (≲0.01 hertz), which we observed propagating for four (plus three antipodal) passages around Earth over 6 days. As measured by the Lamb wave amplitudes, the climactic Hunga explosion was comparable in size to that of the 1883 Krakatau eruption. The Hunga eruption produced remarkable globally detected infrasound (0.01 to 20 hertz), long-range (~10,000 kilometers) audible sound, and ionospheric perturbations. Seismometers worldwide recorded pure seismic and air-to-ground coupled waves. Air-to-sea coupling likely contributed to fast-arriving tsunamis. Here, we highlight exceptional observations of the atmospheric waves.

Robin S Matoza↗

NASA NTRS2025

Source-Time Dominant Modeling of the Doppler Shift for the Auralization of Moving Sources

When developing an auralization for acoustic scenarios involving moving sources and receivers, one key feature is the ability to simulate the Doppler shift, i.e., the changing frequency content from the receiver’s perspective. As the time-varying delay between a source and receiver is what accounts for the Doppler shift, an approximation of this delay is required to successfully render the changes in frequency content at the receiver. Depending on the signal-processing strategy chosen to accomplish this task, there is, how-ever, a potential to introduce audible artifacts due to frequency folding (aliasing), frequency replication (imaging), and broadband noise. In this paper we dis-cuss the manifestation of such artifacts and propose a method to eliminate them, which can be integrated into the digital signal processing chain of larger auralization schemes. The method is built upon a source-time dominant approach and uses a combination of oversampling, interpolation, and time-varying filtering to predict and eliminate frequency regions at the receiver that are vulnerable to aliasing and imaging. We demonstrate the strengths and weaknesses of the method using a circularly moving source with a fixed receiver.

Auralization↗

NASA NTRS2022

Snapping Shrimp Have Helmets That Protect Their Brains By Dampening Shock Waves

Shock waves are supersonic high-amplitude pressure waves that cause barotrauma when they transfer kinetic energy to the tissues of animals.1–4 Snapping shrimp (Alpheidae) produce shock waves and are exposed to them frequently, so we asked if these animals have evolved mechanisms of physical protection against them. Snapping shrimp generate shock waves by closing their snapping claws rapidly enough to form cavitation bubbles that release energy as an audible ‘‘snap’’ and a shock wave when they collapse.5–8 We tested if snapping shrimp are protected from shock waves by a helmet-like extension of their exoskeleton termed the orbital hood. Using behavioral trials, we found shock wave exposure slowed shelterseeking and caused a loss of motor control in Alpheus heterochaelis from which we had removed orbital hoods but did not significantly affect behavior in shrimp with unaltered orbital hoods. Shock waves thus have the potential to harm snapping shrimp but may not do so under natural conditions because of protection provided to shrimp by their orbital hoods. Using pressure recordings, we discovered the orbital hoods of A. heterochaelis dampen shock waves. Sealing the anterior openings of orbital hoods diminished how much they altered the magnitudes of shock waves, which suggests these helmet-like structures dampen shock waves by trapping and expelling water so that kinetic energy is redirected and released away from the heads of shrimp. Our results indicate orbital hoods mitigate blast-induced neurotrauma in snapping shrimp by dampening shock waves, making them the first biological armor system known to have such a function.

Alexandra C.N. Kingston↗

NASA NTRS2024

Perceptual Evaluation of Sound Exposure Level in Annoyance Ratings to Helicopter Noise

A psychoacoustic test was performed to assess the effectiveness of Sound Exposure Level (SEL) for indicating changes in annoyance to helicopter noise. SEL was evaluated for flyover auralizations of optimized rotor designs and for flyover recordings of different helicopters and maneuvers. The test used paired comparisons of flyovers within 10 dB of the maximum A-weighted sound pressure level. For stimuli of equal SEL, annoyance responses showed whether or not SEL is a good indicator of annoyance. While this work does not seek to determine specific attributes contributing to annoyance that are not included in SEL, the magnitude of this offset is of primary interest. Specifically, annoyance responses to relative differences in SEL allowed the calculation of an Equal Annoyance Point. Reductions in SEL lead to reductions in annoyance as expected, but for certain cases, SEL can fail to capture perceptually significant features such as audible differences due to changes in tail rotor design or unsteadiness in the sound of the helicopter.

Sound Exposure Level↗

NASA NTRSDate not supplied

International Space Station Acoustics – A Status Report

It is important to control acoustic noise aboard the International Space Station (ISS) to provide a satisfactory environment for voice communications, alarm audibility, and restful sleep, and to minimize the risk for hearing loss. Acoustic monitoring is an important part of the noise control process on ISS, providing critical data for trend analysis, noise exposure analysis, validation of acoustic analyses and predictions, and to provide strong evidence for ensuring crew health and safety, thus allowing Flight Certification. And since the primary noise sources on ISS include the environmental control and life support system’s air revitalization system (fans and airflow) and active thermal control system (pumps and water flow), acoustic monitoring will indicate changes in hardware noise emissions that may indicate system degradation or performance issues. This paper provides the current acoustic levels in the ISS modules and sleep stations, and is an update to the status presented in 2018. Since this last status report, noise levels have remained consistent, but issues with stalled fan noise and unexplained low frequency spectral peaks have caused some exceedances to requirements. Noise levels in the Russian Segment have either remained consistent or have been reduced slightly, except for the new Multipurpose Laboratory Module, which has some significant noise exceedances.

Christopher S Allen↗

NASA NTRS2012

Acoustic Measurements of an Uninstalled Spacecraft Cabin Ventilation Fan Prototype

Sound pressure measurements were recorded for a prototype of a spacecraft cabin ventilation fan in a test in the NASA Glenn Acoustical Testing Laboratory. The axial fan is approximately 0.089 m (3.50 in) in diameter and 0.223 m (9.00 in) long and has nine rotor blades and eleven stator vanes. At design point of 12,000 rpm, the fan was predicted to produce a flow rate of 0.0709 m3/s (150 cfm) and a total pressure rise of 925 Pa (3.72 in. of water) at 12,000 rpm. While the fan was designed to be part of a ducted atmospheric revitalization system, no attempt was made to throttle the flow or simulate the installed configuration during this test. The fan was operated at six speeds from 6,000 rpm to 13,500 rpm. A 13-microphone traversing array was used to collect sound pressure measurements along two horizontal planes parallel to the flow direction, two vertical planes upstream of the fan inlet and two vertical planes downstream of the fan exhaust. Measurements indicate that sound at blade passing frequency harmonics contribute significantly to the overall audible noise produced by the fan at free delivery conditions.

fan↗