NASA Contractor Report 198298

Definition of 1992 Technology AircraftNoise Levels and the Methodology forAssessing Airplane Noise Impact ofComponent Noise Reduction Concepts

Henry A. Kumasaka and Michael M. Martinez

Boeing Commercial Airplane Company, Seattle, Washington

Donald S. Weir

AlliedSignaI Engines, Phoenix, Arizona

Contract NAS1-20090, Task 5

June 1996

National Aeronautics and

Space Administration

Langley Research Center

Hampton, Virginia 23681-0001

https://ntrs.nasa.gov/search.jsp?R=19970003410 2018-10-21T20:32:05+00:00Z

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

TABLE OF CONTENTS

LIST OF ILLUSTRATIONS

1.0 SUMMARY

2.0 BACKGROUND

3.0 DEFINITION OF 1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

3.1

3.2

3.3

Airplane Models and Target Noise Levels Defined

1992 Technology Defintion for Lining Designs

FAR 36 Stage 3 Noise Certification Levels

3.3.1 Component EPNLs---All Models3.3.2 Noise Spectra at FAR 36 Stage 3 Noise Certification Conditions

4.0 NOISE ASSESSMENT METHODOLOGY

4.1

4.2

Noise Prediction Programs

Results of Preliminary Assessments

5.0 DEMONSTRATION OF ASSESSMENT APPLICATIONS

5.1

5.2Program Goals Defined and Modeled

Assessment of Program Goals

5.2.1 Spectral Assessments for All Airplane Models

5.2.2 Support of Independent Noise Assessment Capability

6.0 COMMUNITY NOISE ASSESSMENTS

7.0 CONCLUSIONS

REFERENCES

ILLUSTRATIONS

GLOSSARY

APPENDIX A. One-Third Octave Band Spectrum Data and PNLT versus Angle

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

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LIST OF ILLUSTRATIONS

FIGURE

NUMBER e_agr,.hlml

18.

lb.

lc.

1992 Technology Aircraft Noise Levels for Average Airplane Models--C_tback 12

1992 Technology Aircraft Noise Levels for Average Airplane Models---Sideline 13

1992 Technology Aircraft Noise Levels for Average Airplane Models---Approach 14

2. Lining Effectiveness (1992 Technology) 22

3a. Summary Comparisons of Component EPNLs---AII Airplane Models---Cutback 24

3b. Summary Comparisons of Component EP_AI1 Airplane Models---Sideline 25

3c. Summary Comparisons of Component EPNLs--AU Airplane Models--Approach 26

4. Approach Noise Spectrum at 120 Degrees---All Models 27

5a.

5b.

5c.

5d.

Estimated Impact of Engine/Airframe Noise Reduction on Total Airplane Noise----

--Ikvin--E, ngine Business Jet 28

Estimated Impact of Engine/Airframe Noise Reduction on Total Airplane Noise--

--Twin-Engine Small Commercial Transport 29

Estimated Impact of Engine/Airframe Noise Reduction on Total Airplane Noise--

--Twin-Engine Medium-Sized Commercial Transport 30

Estimated Impact of Engine/Airframe Noise Reduction on Total Airplane Noise---

--Four-Engine Large Commercial Transport 31

6. Aft-Duct Lining Attenuation Example--SmaU, Twin-Engine Airplane Model 33

7R.

7b.

7c.

Component EPNLs for Business Jet, Baseline and Program Goals---Cutback 46

Component EPNLs for Business Jet, Baseline and Program Goals--Sideline 47

Component EPNLs for Business Jet, Baseline and Program Goals---Approach 48

8a. Component EPNLs for Small Twin, Baseline and Program Goals--Cutback 49

8b. Component EPNLs for Small Twin, Baseline and Program Goals--Sideline 50

8c. Component EPNI_ for Small Twin, Baseline and Program Goals--Approach 51

9a. Component EPNLs for Medium-Twin, Baseline and Program Goals---Cutback 52

9b. Component EPNLs for Medium_Twin, Baseline and Program Goals--Sideline 53

9c. Component EPNLs for Medium Twin, Baseline and Program Goals--Approach 54

10a.

10b.

10c.

Component EPNLs for Large Quad, Baseline and Program Goals---Cutback 55

Component EPNLs for Large Qua& Baseline and Program Goals--Sideline 56

Component EPNLs for Large Quad, Baseline and Program Goals--Approach 57

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

LIST OF llJ MSTRATIONS (CONTINUED)

FIGURE NO.

11. Estimated Impact of Engine and Airframe Noise Reduction on

Total Airplane Noise, Business Jet.

12. Estimated Impact of Engine and Airframe Noise Reduction on

Total Airplane Noise, Small Twin

13. Estimated Impact of Engine and Airframe Noise Reduction on Total

Airplane Noise, Twin-Engine Medium-Sized Commercial Transport

14. Estimated Impact of Engine and Airframe Noise Reduction on Total

Airplane Noise, Four-Engine Large Commercial Transport

15a.

15b.

15c.

Noise Reductions for Program Goals, All Assessment Models -- Cutback

Noise Reductions for Program Goals, All Assessment Models -- Sideline

Noise Reductions for Program Goals, All Assessment Models -- Approach

16a. Contours for Business Jet Model--Takeoff EPNL

16b. Contours for Business Jet Model TakeoffSEL

16c. Contours for Business Jet Model Approach EPNL

16cL Contours for Business Jet Model--Approach SEL

17a. Contours for Small Twin Model Takeoff EPNL

17b. Contours for Small Twin Model Takeoff SEL

17c. Contours for Small Twin Model--Approach EPNL

17d. Contours for Small Twin Model--Approach SEL

18. 80 EPNdB Takeoff Contours for Baseline and Program Goals, Business Jet

19. 80 EPNdB Takeoff Contours for Baseline and Program Goals, Small Twin

TABLE

NUMBER

I. Airplane/Engine Descriptions and Reference Certification Noise Levels

H. Nominal Airplane Performance for FAR 36 Certification Conditions

HI. Aft Duct Lining Attenuation Spectra for Business Jet (25% Improvement Model)

IVa.

IVb.

IVc.

Lining Attenuations for Small Twin Baseline Configuration m delta dB

Lining Attenuations for Medium Twin Baseline Configuration -- delta dB

Lining Attenuations for Large Quad Baseline Configuration -- delta dB

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

LIST OF ILLUSTRATIONS (CONTINUED. CONCI.UDED)

TABLE

NUMBER

V. 1992 Technology Noise Levels for Baseline Configurations m AllModels

VI. NASA AST Noise Reduction Program Targets

VII& EPNL Summary, Baseline

VIIb. EPNL Summary, Baseline

VIIc. EPNL Summary, Baseline

and Program Goals,

and Program Goals,

and Program Goals,

Business Jet---Cutback

Business Jet---Sideline

Business JetmApproach

VIIIa. EPNL Summary, Baseline

VIIIb. EPNL Summary, Baseline

VIIIc. EPNL Summary, Baseline

and Program Goals,

and Program Goals.

and Program Goals,

Small-Twin--Cutback

Small-Twin---Sideline

Small-Twin--Approach

IX&

IXb.

IXc.

EPNL Summary, Baseline and Program Goals, Medium Twin---Cutback

EPNL Summary, Baseline and Program Goals, Medium Twin----Sideline

EPNL Summary, Baseline and Program Goals, Medium Twin--Approach

Xa. EPNL Summary, Baseline and Program Goals, Large Quad---Cutback

Xb. EPNL Summary, Baseline and Program Goals, Large Quad-----Sideline

Xc. EPNL Summary, Baseline and Program Goals, Large Quad--Approach

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

3.0 DEFINITION OF 1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

3.1 Airplane Models and Target Noise Levels Defined

Table I summarizes the four airplane configurations comprising the noise assessment models,

and Table II lists nominal airplane performance conditions for noise predictions at FAR 36

certification conditions.

Figure 1 shows the target noise levels for the average airplane models---each target def'med

simply as the "visual average" of measured FAR 36 Stage 3 noise certification EPNL values for

the group of airplanes in each size class. The airplanes represented on Figure 1 are as follows:B¢$iness Jet --15 different models from 8 manufacturers comprising the world fleet mix in

1992; Small Twin--Boeing 737-300/400/500 and Airbus A320 model; Medium Twin---Boeing

757 and 767 models and Airbus A330; L_lrge Quad--Boeing747; Others--A340 and MD-11.

Several criteria were considered to establish whether specific airplane/engine configurations

were to be included within the "1992 technology" definition. These included:

(1) limitation of the study to Stage 3 airplanes, excluding any Stage 2

aircraft refitted with engine hushkit modifications to achieve marginal compliance

with Stage 3 standards.

(2) exclusion of any airplane with an initial delivery date more than 10

years prior to the 1992 reference year for this study; this standard excluded the

McDonnell-Douglas DC-10 and Lockheed L1011 tri-jets and early versions of

the Boeing 747.

(3) consideration of airplane models for which noise certification levels wereavailable before the end of the Task 5 study. The study therefore included

consideration of the certification noise levels for the A321-100,

A330-300, and A340-200 and -300 models.

(4) anticipation that noise certification levels for the MD90-30 and B777-200would not be available until after Task 5 completion; accordingly, estimated

levels for these aircraft were reviewed but not included in this study.

To facilitate the study, existing engine and airplane performance data for airplane/engine

configurations which were fully representative of each airplane size class were used.

This strategy avoided the costly work of developing engine and airplane performance data for

the hypothetical "average" airplane in each class.

The specified range of engine bypass ratios (BPR) for the AST Noise Reduction Program study

was initially defined as 3.0 - 6.0, later amended to 1.5 - 6.0. Obviously, no single set of engine

cycle data can represent the extremes of this bypass ratio range; the bypass ratio for the average

engine cycle data ranges from 3.5 - 5.0 for the airplane/engine models and flight conditions ofthe Task 5 noise assessment study. Advanced ducted propeller (ADP) engines, with bypass

2

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

1.0 SUMMARY

Noise reduction concepts for individual components of engine and airplane airframe noise will

be defined from the wide range of individual studies being performed within the NASA

Advanced Subsonic Technology (AST) Noise Reduction Program. Progress of the AST

Noise Reduction Program studies will be assessed in terms of noise reduction impact relative to1992 noise controltechnology.

The two major requirements of NAS1-20090 Task 5 were to define: (1) the 1992 technology

reference levels of engine component, airframe, and total airplane system noise; and

(2) a methodology for assessing the airplane system noise impact of changes to individualnoise components.

To support this noise assessment task, reference 1992 technology noise levels are defined for

turbofan-powered airplanes in four size classes: a twin-engined business jet; a small,

twin-engined commercial transport; a medium-size, twin-engined commercial transport; and a

large, four-engined transport. For each airplane, the methodology for assessing the overall

airplane system impact of noise reduction concepts is based on detailed noise models that define

the independent contributions of airframe noise and the major component sources ofengine noise.

The intended application of the noise assessment methodology is demonstrated by estimating the

airplane system noise impact of the AST program targets---which have been defined in terms of

year 1996 interim goals, year 2000 final goals, and year 2000 minimum success criteria.

Results of the noise assessment examples documented in this retxm indicate that achievement of

the final NASA AST noise reduction program goals for component source noise reduction will

provide from 6- 7 EPNdB reduction in total airplane noise at noise certification conditions.

2.0 BACKGROUND

The overall objective of the noise reduction element of the NASA AST program is to develop

technology that can be used to reduce aircraft noise levels by 10 dB relative to 1992 technology.

In order to measure progress toward achieving this overall objective---and to evaluate the results

of individual program elements--the following requirements were defined by the Technical

Working Group (TWG), a NASA/Industry oversight committee for the AST progran. The first

requirementof this task was to define reference noise levels representing a benchmark standardof"1992 technology" for selected airplane/engine models. The second requirement was to de-

fine a methodology to assess the impact of noise reduction concepts relative to thereference levels.

/

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

ratios expected to range from 12 - 18, are clearly outside the scope of this

"1992 technology" criterion.

Similarly, engine geometry cannot represent all features of 1992 technology engines, which

range from extended to recessed primary nozzle configurations--with or without free or forcedmixer exits--combined with short, medium, and full length fan ducts. As indicated in Table I,

the Task 5 assessment specificaUy assumes a 3/4 fan duct configuration with an extended

primary duct (ending in a round, conical nozzle exit) for the commercial transport models. For

the business jet model, a full length fan duct with an essentially co--planar exit with the primarynozzle has been assumed.

Current engine installations which are fully representative of the 1992 technology category andwhich were considered in the Task 5 assessment included:

(1) the AlliedSignal TFE731 series for the business jet model;

(2) the CFMI CFM56-3 for the small twin; and

(3) the GE CFG-80C2 and PW 4000 for the medium-sized twin and large quad models.

All of these engines are characterized by conventional fan designs with 33 - 38 blades----m

contrast m wide--chord designs, which are characterized by significantly different blade counts in

the 22 - 26 range--but are nevertheless also representative of 1992 technology designs.

Blade--4o-strut spacing and blade count ratios of fan exit guide vanes to fan blades are assumed

to be of optimized design, including compromises for engine length and weight considerations.

3.2 1992 Technology Definition for Lining Designs

l"

The lining attenuations are based on Boeing (1992 technology) designs, double-layer constant

depth with laser-drilled buried septum and perforated plate facesheet. (Lining designs in non-

Boeing nacelles more commonly feature single-layer, linear faeesheet configurations.)

Aft fan duct attenuation spectra for the business jet assessment are summarized in Table Ill.

Because the baseline configuration for the business jet assumed both a hardwall inlet and aft fan

duct, the initial installation of the aft duct lining treatment was treated as the 25% lining

improvement package for the "interim" and "minimum success" goals assessments.These values were then incremented by 25% to represent the 50% lining improvement package

for the "final goals" assessment. An untreated inlet configuration was assumed for all of the

business jet assessment exercises.

The inlet and aft duet attenuation spectra for the baseline configurations of the commercial

tranport models are summarized in Table IV. These attenuation spectra were: (1) incremented

by 25% to represent the 25% lining improvement package for the interim and minimum success

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

goals assessments, and (2) incremented by 50% to represent the 50% lining improvement pack-age for the final goals assessment.

The EPNL noise reductions attributed to the duct treatments in the baseline configurations for

the commercial transtx_ noise assessment models were subsequently normalized in terms of

separate evahmtions of the delta EPNdB per unit value of the average ratio of the total duct

length to its average height. These values are shown in Figure 2 in terms of: (1) delta EPNdB

of the Inlet Noise Component per unit L/h of the inlet duct, and (2) delta EPNdB of the Aft Fan

Noise Component per unit IJh of the aft fan duct. These data are provided in the form of the

parameter established by consensus of TWG representatives as a metric for assessinglining improvements.

3.3 FAR 36 Stage 3 Noise Certification Levels

3.3.1 Component EPNLs m All Models

Predictions of airframe and engine component EPNLs were made using a Boeing Proprietary

Modular Component Predictor (MCP) program. For each model, a common adjustment wasapplied to all of the component noise levels, as required to achieve a match of the total

airplane noise prediction to the target EPNL value.

The resulting component EPNL definitions at FAR 36 Stage 3 noise certification conditions are

summarized in Table V for all of the airplane models, and these EPNL data are shown in bar

graph form in Figure 3. The bar graph comparisons show the expected trend of increasing noisewith airplane size for the major components---inlet, aft fan, jet, and airframe---with some

variation of the core and turbine noise components.

3.3.2 Noise Spectra at FAR 36 Stage 3 Noise Certification Conditions

The total collection of 1/3 octave band spectrum data for each airplane model at each of the

FAR 36 certification conditions is included in this report as Appendix A. Noise versus time

array data are also provided in this Appendix.

A representative comparison of total noise spectra for all models is shown in Figure 4.

This figure shows the expected general pattern of increasing noise with airplane size.

4.0 NOISE ASSESSMENT METHODOLOGY

4.1 Noise Prediction Programs

The scmi-cmpirical noise prediction methodology used for the business jet assessment was a

modified version of a General Aviation Synthesis Program (GASP) (Reference 1).

Noise predictions for the commercial transport models were made with a Boeing Proprietarycomputer program.

4

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

As evidenced by the component EPNL data shown in Figure 3, both programs define noise level

contributions of each of the major components of total aircraft system noise. Program structure

in each case allows for modification of noise outputs by inlroducing changes in input parameter

values or by the direct application of noise level increments.

4.2 Results of Preliminary Assessments

One of the early applications of the noise assessment models was to estimate the airplane noise

impact of different combinations of engine and airframe noise reductions. These preliminaryestimates were based on an expedient procedure based on logarithmic addition of component

EPNL values, with appropriate adjustments. This procedure was validated by good agreement

of its results with the results of full spectral assessments for selected test cases.

The procedure was then used to define the relationship shown in Figure 5---the expected impact

of engine and airframe noise reductions on total airplane noise. With reference to Figure 5,

similar airplane noise impact trends are indicated for all of the airplane models.

5.0 DEMONSTRATION OF ASSESSMENT APPLICATIONS

5.1 Program Goals Defined and Modeled

Table VI summarizes the noise reduction targets of the NASA AST noise w.xtuction program--

defined in terms of interim, final, and minimum success criterion goals.

Figure 6 depicts how the baseline and the 25% and 50% increments of nacelle noise reductioneffectiveness were modeled in the assessments for the commercial transports. The program goal

of 50% improvement in nacelle suppression may involve shaped (directional) inlets and nozzles,

inlet boundary layer control, and other features, For this study, however, the "50% improve-

ment" was modeled as an increment in lining effectiveness as depicted in Figure 6.

The more common nacelle configuration for the 1992 technology business jet comprises a

hardwall nacelle. Accordingly, the baseline business jet configuration for this study is a

hardwall nacelle configuration, and the 25% and 50% noise reduction increments were modeled

in a different manner.

For the business jet, the 25% improvement was modeled by the attenuation benefit of a lining

treatment package for the aft duct; the 50% overall nacelle suppression improvement was

subsequently modeled by incrementing the initial treatment benefit by 25%. As noted in a

previous discussion of "1992 technology" as defined for lining design, the initial aft fan duct

attenuation spectra for all conditions for the business jet assessment are shown in Table 111;

for the commercial jet assessments, the initial spectrum corrections applied to account for the

lining effects at the sub--component level are shown as negative values in Table IV.

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

5.2 Assessment of Program Goals

(?_ :

5.2.1 Spectral Assessments for All Airplane Models

Results of the full spectral assessments at the FAR 36 noise certification conditions are listed in

Table VII for the business jet. Equivalent data for the commercial jet models are shown

in Tables VIII through X.

These illustrations define the component and total airplane noise impact in terms of the noise

reduction expected from achievement of the various AST program targets.

These component noise levels listed in Tables VII through X are shown in bar graph form in

Figures 7 through 10.

Figures 11 through 14 shows good agreement of these results---from the full spectral

assessments of the AST program goalsmwith the trends predicted by the preliminary

assessments that were displayed in Figure 5. This confirms the validity of the data trends shown

in Figure 5, so that these trend curves may be used to quicHy estimate--for any model--the to-

tal airplane noise impact for different combinations of total engine and airframenoise reductions.

A final display of the EPNL values for the AST program goals assessments is provided inFigure 15.

5.2.2 Support of Independent Noise Assessment Capability

Appendix A provides 1/3 octave band spectrum data versus time and/or angular position.These specual data allow computations of an relevant metrics--.dBA, OASPL, PNL, PNLT at

the specified time and noise field angle. These metrics are already provided for thebaseline data.

Assuming the availability of appropriate noise dam processing software, trapezoidal integrations

of the noise metric versus time arrays can be performed to define the integrated metrics---e.g.,SEL, SENEL and EPNL

Provision of the full set of component noise spectra and (PNLT versus time arrays) in Appendix

A therefore provides the individual investigator with the capability to assess the overall airplane

noise impact of changes to specific noise components. Re-computation of component and total

airplane noise levels with the modified component defines the impact of the component noise

change relative to the given baseline noise levels. Because the change is assessed in terms of

noise reduction between two configtwations for a given flight condition and propagation path,

no specific knowledge of the airplane position and speed or engine thrust is required for

this assessment. However, this background information is provided in Table 11.

6

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

In order to permit the independent assessment of the noise reduction impact of improved lining

attenuations, lining attenuation spectra assumed for the baseline configurations of the airplane/

engine assessment models are provided separately, in Tables III and IV.

6.0 COMMUNITY NOISE ASSESSMENTS

Contour displays for EPNL and SEL are shown for takeoff and approach conditions in Figure 16

for the business jet and in Figure 17 for the small, twin--engine commercial jet model.

To define the ground noise pa_ern for a typical community noise exposure event, the flight

conditions for these displays are for takeoff and landing weights for a typical mission rather than

at the maximum takeoff and landing weights for certification.

For the business jet model, the GASP program (Reference 1) was used to generate an EPNL and

a SEL noise-power-distancetableforthebaselineconfiguration.Additionaltableswere also

generated for the AST program goals assessment results but were not used for the initialdemonstration of the contour format shown in Figure 16. Mission profiles for the takeoff and

approach conditions were generated with a proprietary computer program. The FAA Integrated

Noise Model (INM) Version 4.11 (Reference 2) was then used to generate the single--event

EPNL and SEL noise contours at the 70, 80, and 90 dB levels, as shown in Figure 16.

For the small twin model, the departure and approach profiles for a representative small twin

was selected from the available data in INM. These were combined with the noise--power-

distance table of EPNL and SEL values for the baseline configuration, and similar contours

(at the 70, 80, and 90 dB levels) were generated with a series of proprietary computer programs.

The estimated benefit of the AST program targets for noise reduction is summarized for each of

the models in Tables VIII -X. In order to illustrate the effect of the noise reduction measures on

community noise in the contour format, the EPNL noise reductions shown for the cutback condi-tion were translated into reductions of the exposm_ area for an 80 EPNdB contour for the

takeoff condition. The resulting comparison of 80 EPNdB (single--even0 contour areas for the

baseline configuration and for the program noise reduction targets is illustrated in Figure 18 for

the business jet model, and a similar display for the small twin is shown in Figure 19.

These examples for the business jet and small twin models fully demonstrate the potential

application of the noise assessment methodology def'med by this Task to illustrate changes in

noise e_ area in support of community noise assessments.

!

7

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

7.0 CONCLUSIONS

The 1992 lechnology reference levels have been defined for noise assessment models represent-

ing four airplane size classes, and assessment examples are described which fully demonstratethe noise assessment methodology and its applicability to both certification and communitynoise studies.

As summarized in Figure 5---and as validated by data shown in Figure 11-14, the results of thenoise assessment exercises described in this report indicate that achievement of the NASA ASTreduction program final goals for source noise reduction and nacelle treatment improvement willprovide from 6-7 EPNdB reduction in total airplane system noise at the FAR 36 Stage 3 noisecertification conditions.

.~/

8

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

REFERENCE

o

o

Mitchell, J. A., et al, Computer Pro m to Predict Noise of G-eneral Aviation Aircraft. Final

I_epo_ and User Guide. NASA CR-168050, Mitchell, J. A., et al, Garrett Turbine Engine

Company, September 1982. Prepared for NASA---I._wis Research Center. Contract

NAS3-23027.

Fleming, G. G. et al, INM. Intem-ate-d Noise Model Version 4.11. User's Guide m

_, DOT-VNTSC-FAA-93--19, Volpe National Transportation Systems Center,

December 1992. Prepared for DOT/FAA/AEE. Contract FA 465/A4012.

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

TO_w/Cutback Sideline Approach

FAR 36 NOISE CERTIFICATION CONDITION

3.C

2.5

2.0

Large Quad

Medium Twin

Small Twin

TO_w/Cutback Sideline Approach

FAR 36 NOISE CERTIFICATION CONDITION

Figure 2. Lining Effectiveness (1992 Technology).

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26

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

It'> LARGEQ_.,.D

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BUSINESS JET _

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16 18 20 22 24 26 28 30 32 34 36 38 40 42

ONE-THIRD OCTAVE BAND NUMBER

Figure 4. Approach Noise Spectrum at 120 Degrees--An Models

27

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

0Z

_-2

I_48

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_¢...v /

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Engine Noise -- EPNdB

(i:_ii?

Figure $a. Estimated Impact of Engine/Airframe Noise Reduction onTotal Airplane Noise--Twin-Engine Business Jet.

28

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

-15 -10 -5 0

Engine Noise-- EPNdB

i__ _ Takeoff/Cutl_aek _,_J

L I•o 0Z

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0-15

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X No Change

• - 4 EPNdB

0Z

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S

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f

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Airframe

X No Change

• - 4 EPNdB

0

Figure 5b. Estimated Impact of Engine/Airframe Noise Reduction onTotal Airplane Noise--Twin-Engine Small Commercial Transport.

29

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

z 01

-2] Takeoff/Cutback

v-15 -10 -5 0

Engine Noise -- EPNdB

A_fframe

X No Change

• - 4 EPNdB

0 Sideline

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X No Change

• - 4 EPNdB

Engine Noise-- EPNdB

\

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-2 AirframeI

i • - 4 EPNdB-10 I

-15 -10 -5 0

Engine Noise _ EPNdB

Figure 5c. Estimated Impact of Engine/Airframe Noise Reduction on Total

Airplane Noise--Twin-Engine Medium-Sized Commercial Transport.

30

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36

0

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STAGE 3 NOISE CERTIFICATION CONDITIONS

Takeoff/Cutback

r

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0

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0

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f

Airframe

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Airframe

X No Change

• - 4 EPNdB

-1O -5

Engine Noise D EPNdB

0

Figure 5d. Estimated Impact of Engine and Airframe Noise Reduction onTotal Airplane Noise---Four-Engine Large Commerical Transport.

31

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

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BASELINE TREATMENT

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18 20 22 24 26 28 30 32 34

A

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FREQUENCY BAND NUMBER

%

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38 40

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33

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1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

Z Takeoff/Cutback

I Interim•_ _ G,oals Airframe

-8 ,_ Success X No Change

If F'mal Goals, , , • - 4 EPNdB

-15 -10 -5 0

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0 Sideline

--6 W_ ; Airframe-8 X No Change

_'/ v',,, I_.a_10 ] Final Goals -4 EPNdB

-15

_0

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1_4

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Approach

0

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r__ Success

F'mal Goals!

-15 -10 -5 0

Airframe

X No Change

• -4 EPNdB

Engine Noise -- EPNdB

Figure 11. Estimated Impact of Engine and Airframe NoiseReduction on Total Airplane Noise, Business Jet.

58

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

m 0zgh_-2

I_4emOZ-6

0

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-10 -5

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0

/In rim

Goals.._ _ Minimllm

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-10 -5 0

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Airframe

X No Change

• - 4 EPNdB

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X No Change

• - 4 EPNdB

Z0

m

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GoalsMinimum# b

Success

_¢"_ Final Goals

-10 -5 0

Airframe

X No Change

• - 4 EPNdB

Engine Noise -- EPNdB

Figure 12. Estimated Impact of Engine and Airframe NoiseReduction on Total Airplane Noise, Small Twin.

59

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

(

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

0

zm -2

I

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_-10

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X No Change

• - 4 EPNdB

t

0

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i -4 w_ hm_m

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X No Change

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Engine Noise m EPNdB

Interim

ii I __S_um Airframe

, X No Change

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Figure 13. Estimated Impact of Engine/Airframe Noise Reduction on TotalAirplane Noise---Twin-Engine Medium-Sized Commercial Transport.

03

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

\

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS

m oz

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1_4

2-6

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0

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r" N iFinal Goals

-10 -5

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0

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0

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0Z

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Imerim

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X No Change

• - 4 EPNdB

Engine Noise -- EPNdB

_ .::

Figure 14. Estimated Impact of Engine and Airframe Noise Reduction onTotal Airplane Noise---Four-Engine Large Commerical Transport.

61

62

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74

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

GLOSSARY of SELECTED TERMS

Alan

Airf

DBADBDEMANG

Inlt

L/HOBPNL

SLST

TAplTengTurb

Aft fan noise componentAirframe noise componentA-weighted sound level noise metric(dBA)D-weighted sound level noise metric (dBD)Noise emission angle

Inlet noise componentThe ratio of duct length to duct height.Perceived Noise Level (PNL) calculated with octavebands.Sea level static thrust.

Total airplane noiseTotal engine noiseTurbine noise component

t'" •

75

I

r

1992 TECHNOLOGY AIRCRAFT NOISE LEVELS

APPENDIX A.

ONE-THIRD OCTAVE BAND COMPONENT NOISE SPECTRA

AND PNLT VERSUS NOISE EMISSION ANGLE

1_FOR BASELINE CONFIGURATIONS OF ALL AJRPLANE MODELS AT

FAR 36 STAGE 3 NOISE CERTIFICATION CONDITIONS)

A/P MODEL. CONFIGURATION. CONDITION PAGE NO.

BUSINESS JET, BASELINE CONFIGURATION A- 2

Component Spectra, Cutback Condition A- 2

Component Spectra, Sideline Condition A- 5

Component Spectra, Approach Condition .4.- 8

Component PNLT versus Angle, Cutback Condition A- 11

Component PNLT versus Angle, Approach and Sideline Conditions A- 12

SMALL TWIN, BASELINE CONFIGURATION A- 13

Compo 1nent Spectra and Metric versus Angle, Cutback Condition A- 13

Component Spectra and Metric versus Angle, Sideline Condition A- 27

Component Spectra and Metric versus Angle, Approach Condition A- 41

MEDIUM TWIN, BASELINE CONFIGURATION A- 55

Component Spectra and Metric versus Angle, Cutback Condition A- 55

Component Spectra and Metric versus Angle, Sideline Condition A- 69

Component Spectra and Metric versus Angle, Approach Condition A- 83

LARGE QUAD, BASELINE CONFIGURATION A- 97

Component Spectra and Metrie versus Angle, Cutback Condition A- 97

Component Spectra and Metric versus Angle, Sideline Condition A-111

Component Spectra and Metric versus Angle, Approach Condition A-125FLYBY GEOMETRY A-139

ORDER OF COMPONENT SPECTRA

A/P BUSINESS SMALL MEDIUM LARGE

MODEL _FET TWIN TWIN QUAD

Airframe

Inlet Inlet Inlet Inlet

Aftfan Afffan Aftfan Aftfan

Core Core Turbine Turbine

Turbine Turbine Core Core

Jet Jet Jet Jet

Airframe Airframe Airframe

Total Total Total Total

NOTE: These data will also be provided by electronic transmission or computer floppy disk.

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A 10

File: PNLT.TXT - Business Jet Component PNLT at 4' Microphone for FAACertification Conditions

Cutback

EMANG INLET AFTFAN CORE TURBINE JET AIRFRAME TOTAL A/P

48.8 51.4 42.4 56.8 38.7 64.9 67.1 69.850.0 51.3 44.2 57.6 39.8 65.6 67.2 70.2

51.2 50.8 45.6 58.2 40.6 66.2 67.6 70.9

52.5 50.7 46.9 58.7 41.4 66.7 68.0 71.4

53.9 50.6 48.2 59.2 42.2 67.1 68.3 71.8

55.3 50.6 49.6 59.4 42.9 67.5 68.6 72.156.8 50.5 50.9 59.5 43.8 67.8 68.8 72.3

58.4 50.3 52.2 60.2 44.4 68.5 69.3 73.060.1 49.9 53.6 60.9 45.2 69.1 69.7 73.5

61.9 49.5 54.7 61.4 46.0 69.7 69.9 73.9

63.7 49.2 55.8 61.8 46.8 70.1 70.1 74.265.7 49.0 56.8 62.1 47.6 70.5 70.1 74.3

67.7 49.0 57.9 62.3 48.3 70.8 70.1 74.4

69.9 49.8 59.2 62.5 49.0 71.0 69.9 74.6

72.1 48.6 60.3 62.6 49.7 71.5 69.8 74.8

74.5 47.6 61.5 63.0 50.3 72.0 69.9 75.376.9 46.5 62.7 63.3 51.0 72.5 69.9 75.6

79.4 45.6 64.1 63.5 51.5 72.9 69.9 75.9

82.1 44.5 65.1 64.0 52.2 73.3 69.8 76.384.8 43.3 66.1 64.7 52.6 73.7 69.6 76.7

87.5 42.0 67 .I 65.3 53.2 74.1 69.3 77.0

90.4 40.6 68.0 66.2 53.8 74.4 68.9 77.393.2 39.6 68.7 67.1 55.2 74.9 68.6 77.8

96.2 38.6 69.3 67.9 56.6 75.4 68.3 78.3

99.1 37.5 69.8 68.6 58.0 75.8 67.9 78.7

102.0 36.4 70.2 69.3 58.9 76.2 67.4 79.0

105.0 35.1 70.4 69.9 59.5 76.5 66.9 79.3107.9 34.1 70.6 70.4 60.0 76.8 66.3 79.6

110.8 31.3 70.7 70.9 60.2 77.0 65.7 79.8

113.6 30.3 70.6 71.2 59.7 77.2 64.9 79.9116.3 29.2 70.5 71.4 59.2 77.3 64.2 80.0

119.0 27.9 70.3 71.6 58.6 77.4 63.3 80.1

121.6 26.0 70.0 71.2 57.5 77.2 62.5 79.8124.1 24.2 69.7 70.3 56.2 77.1 61.5 79.5

126.5 22.9 69.3 69.5 54.8 77.0 60.6 79.4

128.8 21.5 68.8 68.9 53.4 77.0 59.9 79.2

131.1 20.0 68.0 68.2 51.8 76.9 59.2 79.0133.2 17.6 67.1 67.4 50.1 76.8 58.5 78.7

135.2 14.1 66.2 66.6 48.3 76.6 57.7 78.4

137.1 13.3 65.3 65.8 46.7 76.4 56.9 78.0

139.0 10.7 64.4 65.0 44.7 76.2 56.1 77.7140.7 7.7 63.4 64.1 43.0 75.9 55.4 77.2

142.4 0.0 62.2 63.2 41.5 75.5 54.7 76.6

143.9 0.1 61.0 62.2 39.8 75.2 54.0 76.2145.4 0.7 59.7 61.2 38.2 74.8 53.3 75.8

146.9 0.7 58.5 60.2 36.5 74.5 52.8 75.4

148.2 0.7 57.4 59.7 34.7 74.1 52.5 75.1

149.5 0.i 56.2 59.1 32.8 73.8 52.0 74.7150.7 0.I 55.1 58.5 31.2 73.2 51.6 74.0

151.9 0.i 54.0 57.8 29.0 72.4 51.3 73.2

153.0 0.i 52.9 57.1 27.6 71.6 51.0 72.4154.0 0.i 51.9 56.4 26.3 70.7 50.7 71.6

155.0 0.I 50.8 55.7 24.4 70.0 50.3 70.9

156.0 0.0 49.6 55.0 21.8 69.2 49.9 70.2156.9 0.0 48.5 54.3 20.5 68.5 49.5 69.4

3

A-11

File: PNLT.TXT - Business Jet Co_onent PNLT at 4' Microphone for FAACertification Conditions

1992 Technology Baseline - Business Jet - PNLTcomponent

Approach

time histories by noise

EMANG INLET AFTFAN CORE TURBINE JET AIRFRAME TOTAL A/P27.6 80.4 59.0 68.4 65.2 74.5 85.4 87.5

30.8 80.1 62.1 69.9 67.3 75.8 86.5 88.4

34.9 79.0 65.6 71.9 69.6 77.6 88.1 89.540.3 77.6 69.8 73.0 72.1 79.2 89.5 90.6

47.6 74.6 74.3 74.9 74.6 81.2 90.9 92.157.6 70.7 79.0 76.7 77.2 82.8 91.6 93.1

70.9 67.0 86.7 77.7 79.6 84.7 91.5 94.587.4 59.7 92.2 80.8 81.4 86.3 90.1 96.5

105.0 47.6 93.9 84.0 86.5 87.2 86.8 97.9120.8 33.3 93.3 85.4 85.3 86.5 82.7 97.1

133.3 14.8 90.6 81.9 78.7 83.9 78.8 94.1

142.4 1.2 86.2 77.3 72.5 81.3 75.1 90.1149.2 0.0 81.5 73.2 67.5 78.6 72.6 86.1

Sideline

EMANG INLET AFTFAN CORE TURBINE JET AIRFRAME50.9 67.6 52.4 64.8 44.7 71.4 69.8

53.1 67.7 54.5 65.8 46.5 72.5 70.5

55.4 67.7 56.8 66.6 48.1 73.5 71.357.8 67.8 59.0 67.7 49.7 74.7 72.160.5 67.7 61.1 68.7 51.3 75.8 72.8

63.4 67.3 63.8 69..3 52.6 76.6 73.166.4 67.0 66.4 69.9 53.8 77.4 73.2

69.7 67.3 69.5 70.2 54.9 78.0 73.2

73.1 66.0 71.6 70.4 55.9 78.9 73.476.8 64.4 73.4 70.9 56.9 79.8 73.4

80.6 62.6 75.2 71.5 57.7 80.6 73.384.6 60.4 76.7 72.4 58.5 81.3 72.9

88.6 60.2 78.2 73.6 59.1 82.3 72.592.8 59.3 79.2 74.7 60.7 83.2 72.1

96.9 58.6 79.8 75.7 62.6 84.0 71.6

i01.I 53.4 80.2 76.6 64.1 84.7 70.9105.2 51.9 80.2 77.3 65.0 85.3 70.0

109.2 51.0 80.0 77.9 65.6 85.8 69.1113.0 49.8 79.7 78.3 65.2 86.1 68.0

116.7 48.6 79.3 78.6 64.3 86.4 66.9

120.3 47.2 78.7 78.7 63.3 86.8 65.8123.6 45.8 77.3 77.7 61.4 87.0 64.6

126.7 44.2 76.6 76.6 59.6 87.2 63.4129.6 42.8 75.8 75.5 57.7 87.3 62.2

132.3 41.4 74.1 74.5 55.5 87.2 60.9134.8 40.3 72.4 73.5 53.2 87.1 59.8

137.2 39.1 72.0 72.5 51.1 86.9 58.8

139.4 38.5 70.9 71.5 49.0 86.7 57.8141.4 37.0 69.4 70.4 46.9 86.1 57.0

143.2 35.8 67.9 69.3 44.7 85.4 56.2145.0 34.7 66.4 68.3 42.7 84.7 55.4

146.6 33.2 65.0 67.2 40.6 83.9 54.6

148.1 31.9 63.5 66.1 38.6 83.2 53.8149.4 30.5 62.1 65.1 36.8 82.5 53.1

150.7 28.8 60.7 64.2 34.9 81.7 52.4151.9 26.7 59.4 63.2 33.1 80.8 51.8

153.0 24.5 58.2 62.3 31.4 80.0 51.3

154.1 22.4 56.9 61.4 29.2 79.2 50.6

TOTAL A/P76.2

77.077.8

78.879.6

80.0

81.682.7

83.584.485.2

86.087.0

87.8

88.589.1

89.5

89.789.9

90.090.1

89.589.4

89.4

88.888.1

87.888.4

87.9

87.186.4

85.O

84.283.5

82.681.8

80.980.0

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REPORT DOCUMENTATION PAGE Fo_ ApprovedOMB No. 0704-0188

;ut_egp°_i_ngmbUn_adenfo_lthe_Sd_a_ _mlc_afi_'lle_lneoStmr_ov_gec_l,h_.r Per re.spo.._nse,incl.u_g the tmte/or rev_ instruCt=S, Searching existing =ira sources.• _ v _ v _, u_.,,u.na ion. _ comments r ardmg ths burden estm'tale or any O_er of th_sco lenl=onof Infomlat¢_'l inclu0mg suggesto'ls for re<lucrngthis but@en to WIshmoton Headousrlers _n,,_,; r.,--._, rep/. _. ....... _ .... asoecl ". ' - . , -- ............ _,,_e*= _u° .,,ur=,,*=¢_ upera¢=ons ano HepOrlS. 1215 Jefferson Davis

Highway, Suite 1204, Arkngton, VA 222_-4302, and to the Office of Management lind Bu_et, Pliperwotk Reduction Pro_)ct (07040188), Washington, DC 20503

1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED

June 19964. TITLE AND SUBTITLE

Definition of 1992 Technology Aircraft Noise Levels and the Methodologyfor Assessing Airplane Noise Impact of Component Noise ReductionConcepts

Contractor Repod5. FUNDINGNUMBERS

NAS1-20090, Task 5

505-62-10-50

6. AUTHOR(S)

Henry A. Kumasaka, BoeingMichael M. Martinez, Boeing

Donald S. Weir, Allied Signal7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES)

Boeing Commercial Airplane Company Allied Signal EnginesP. O. Box 3707 111 S. 34th StreetSeattle, WA 98124-2207 Po O. Box 52181

Phoenix, AZ 85072-2181

9. SPONSORING I MONITORING AGENCY N =._M"E(S)AND ADDRESS(ES)

National Aeronautics and Space AdministrationLangley Research CenterHampton, VA 23681-0001

11. SUPPEEMEN'FARY NOTES

8. PERFORMING ORGANIZATIONREPORT NUMBER

10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

NASA CR-198298

Langley Technical Monitor:. F.W. Cazier

12a. DI:=_NlU UTION I AVAILABILn'Y STATEMENT

Unclassified-Unlimited

Subject Category 71

13. AEI_-YHACT (_,i=x;mum 200 w_rd==}

12b. DIb-TRIBUI'ION CODE

This report describes the methodology for assessing the impact of component noise reduction on total airplanesystem noise. The methodology is intended to be applied to the results of individual study elements of theNASA-Advanced Subsonic Technology (AST) Noise Reduction Program, which will address the development ofnoise reduction concepts for specific components. Program progress will be assessed in terms of noise

reduction achieved, relative to baseline levels representative of 1992 technology airplane/engine design and_erformance. In this report, the 1992 technology reference levels are defined for assessment models based onfour airplane sizes--an average business jet and three commercial transports: a small twin, a medium sized

twin, and a large quad. Study results indicate that component changes defined as program final goals fornacelle treatment and engine�airframe source noise reduction would achieve from 6-7 EPNdB reduction of totalairplane noise at FAR 36 Stage 3 noise certification conditions for all of the airplane noise assessment models.

14. SUBJECT TERMS

Community Noise, Certification Noise, Noise Reduction, Subsonic Aircraft Noise,Jet Noise, Turbofan Noise

17. SECURITY CLASSIFICATIONOF REPORT

Unclassified

18. SECURITY CLASSIFICATIONOF THIS PAGE

Unclassified

NSN 7540-01-280-5500

19. SECURITY CLASSIFICATION

OF ABSTRACT

Unclassified

15. NUMBER OF PAGES

219

16. PRICE CODE

A10

20. UMITATION OF ABSTRACT

Standard Form 298 (Rev. 2-89)Prescribed by ANSI StcI Z39-18298-102