Noise Power Distance Re-evaluation

FAA CENTER OF EXCELLENCE FOR ALTERNATIVE JET FUELS & ENVIRONMENT

Lead investigator: Dimitri Mavris (PI), Chris Perullo (Co-I)Presenter: Greg Busch

Project manager: Hua (Bill) He (FAA)

Noise Power Distance Re-evaluationProject 43

April 3 & 4, 2018Boston, MA

Opinions, findings, conclusions and recommendations expressed in this material are those of the author(s)and do not necessarily reflect the views of ASCENT sponsor organizations.

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How Does It All Fit Together?

• Multiple projects leveraging information to inform AEDT predictions

• Projects shown are focused on noise, not meant to exclude other ASCENT funded work supporting AEDT

ASCENT 35Estimate Reduced Thrust Takeoff

Refine Takeoff Weight Assumptions

ASCENT 43Determine Impact of NPD+C

ASCENT 45Model More Representative

Departure Procedures

ASCENT 23More accurate departure and arrival

Noise estimates from adv. procedures

*MIT

AE

DTNow

VOLPEAEDT Flap Setting

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Project 43 Goals

• Goals– Understand the sensitivity of including aircraft configuration

changes and speed in NPDs on resulting noise contours– Provide physics-based recommendation on format of NPD +

Configuration (NPD+C) curves for use in AEDT

• Project Impact– Quantify improvement to noise contour prediction from including

aircraft configuration information

• Objectives– Study representative fleet mixes and aircraft sizes– Validation against available measurement data, where available– Maintain compatibility with existing NPD (integrated model)

approach

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ASCENT Project 43 Overview (Year 1)• Objectives

– Understand the sensitivity of including aircraft configuration changes and reference speed in NPDs on resulting noise contours for 50 – 400 PAX

– Provide physics-based recommendations on format of NPD + Configuration (NPD+C) curves for use in AEDT

– Maintain compatibility as much as possible with existing NPD approach

• NPD Modeling Overview

ANOPP

AEDT NPD+C

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Summary of Key Findings (Year 1)

Grouping Study ParametersBaseline 0 Baseline NPD

Main EffectsI.A Include only speedI.B Include only flaps/slatsI.C Include only gear

Cross TermsII.A Speed + GearII.B Speed + FlapsII.C Gear + FlapsII.D Speed + Gear + Flaps

SEL Contour Area Variation for

Approach and Departure

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Studies Correspond to Table at right

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Bar shows variation in contour

area across size classes

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• The presence of the speed dimension in the NPD+C curves has the most significant impact in the overall noise contour obtained from running the modified AEDT environment

• Departure procedures are less affected by the modifications– Jet source noise is dominant– Velocity corrections at higher reference speeds are negative

• Impact is mostly an area decrease difference due to:– Changes in source noise with velocity– The velocity corrections having a great impact in the final total SEL value for the given grid point




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Year 2 Project Goals

• Goal– Provide a method for expanding and implementing NPD+Cs into

AEDT

• Project Impact– Previous year study was performed using existing detailed analysis

models (ANOPP2)– Not practical to create detailed ANOPP2 models for every AEDT

database vehicle– Develop a method to facilitate implementation correction functions

to database NPD+Cs

• Objectives – Quantify sensitivity of corrections to aircraft configuration as well as

aircraft and engine design inputs– Understand the sensitivity of configuration and design inputs in

order to develop correction factors– Study sensitivities to various noise sources– Develop correction functions for NPD+Cs– Validate correction functions with ANOPP2 or data (if available)

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Phase IIIPhase II.BPhase II.APhase I

Flow Chart: Overview

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Phase IIIPhase II.BPhase II.APhase I

[Complete]

Flow Chart: Overview

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Sensitivity Approach

Power (Thrust)

No

ise

1) Identify Major Noise Sources & Relative Contribution

JetFlap

Fan

No

ise

Co

ntr

ibution

Flap

FanJet

&2) For Each Source -> Identify Physical Drivers

No

ise

Co

ntr

ibution

Flap

FanJet

*All data on this slide is provided as an example for illustrative purposes only

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Top Contributors to Total Noise –Approach: 150pax

LEGENDSlatFlapWingGearFanCoreJet

Distance First Contributor to Noise: 150pax

25,000 Flap Flap Flap



6,300 Flap Flap Fan

4,000 Flap Fan Fan

2,000 Flap Fan Fan

1,000 Flap Fan Fan

630 Flap Fan Fan

400 Flap Fan Fan

200 Flap Fan Fan

10% 20% 30%% Thrust

Distance Second Contributor to Noise: 150pax

25,000 Slat Slat Slat

16,000 Slat Slat Core

10,000 Slat Slat Fan

6,300 Slat Fan Flap

4,000 Slat Flap Flap

2,000 Slat Flap Flap

1,000 Fan Flap Flap

630 Fan Flap Flap

400 Fan Flap Flap

200 Fan Flap Flap

10% 20% 30%% Thrust

Distance Third Contributor to Noise: 150pax

25,000 Wing Wing Core

16,000 Wing Wing Slat

10,000 Wing Fan Core

6,300 Wing Slat Core

4,000 Wing Slat Core

2,000 Fan Slat Core

1,000 Slat Slat Core

630 Slat Slat Core

400 Slat Slat Core

200 Slat Slat Slat

10% 20% 30%% Thrust

• Plots show which noise sources contribute most (top three) to the overall SEL at each attitude/thrust combination in a traditional NPD

• Approach is primarily dominated by flap, fan, & slat noise with wing and core noise being secondary players

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Top Contributors to Total Noise –Departure: 150pax

• Plots show which noise sources contribute most (top three) to the overall SEL at each attitude/thrust combination in a traditional NPD

• Departure is primarily dominated by Fan, Jet, Flap & Core Noise

Distance First Contributor to Noise: 150pax

25,000 Flap Jet Jet Jet Jet Jet Jet



6,300 Fan Jet Jet Jet Jet Jet Jet

4,000 Fan Fan Jet Jet Jet Jet Jet

2,000 Fan Fan Fan Jet Jet Jet Jet

1,000 Fan Fan Fan Fan Jet Jet Jet

630 Fan Fan Fan Fan Fan Jet Jet



40% 50% 60% 70% 80% 90% 100%% Thrust

Distance Second Contributor to Noise: 150pax

25,000 Jet Flap Flap Core Core Core Core

16,000 Jet Flap Core Core Core Core Core

10,000 Fan Core Core Core Core Core Core

6,300 Flap Fan Fan Fan Core Core Core

4,000 Flap Jet Fan Fan Fan Fan Fan

2,000 Flap Jet Jet Fan Fan Fan Fan

1,000 Flap Jet Jet Jet Fan Fan Fan

630 Flap Jet Jet Jet Jet Fan Fan



40% 50% 60% 70% 80% 90% 100%% Thrust

Distance Third Contributor to Noise: 150pax

25,000 Core Core Core Flap Flap Flap Fan

16,000 Core Core Flap Flap Flap Fan Fan

10,000 Core Flap Fan Fan Fan Fan Fan

6,300 Core Core Core Core Fan Fan Fan

4,000 Core Core Core Core Core Core Core



630 Core Core Core Core Core Core Core



40% 50% 60% 70% 80% 90% 100%% Thrust

LEGENDSlatFlapWingGearFanCoreJet

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Approach Fundamental Noise Drivers

Single Aisle

Deflection Angle Primary

Noise Driver for Approach

Performed top driver analysis for

each power-distance point in NPD

to determine top three drivers

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Approach Fundamental Noise Drivers

Single Aisle• Combining the information

gained finding the major noise sources at each location with the results of physical drivers for each source

• Allows for analysis of where certain physical parameters will significantly impact the overall SEL levels of the vehicle NPD tables

• Will aid GT in determining which parameters are crucial for the correction functions and which are not for each point in the NPD

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Next Steps

• Complete sensitivity to identify– What sources need to be corrected– Where the sources need to be corrected– What is the correction function?

• Identify additional data required in AEDT database– Can data be estimated from existing information?– Is new data required?

• Develop correction functions and compare to ANOPP generated NPD+C

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Acknowledgements

• FAA & Volpe for valuable feedback

• Juliet Page and Eric Boeker for invaluable insight into prior work

Participants

• GT Research Staff:• Greg Busch, Holger Pfaender, Michelle Kirby

• GT Students:• Sara Huelsman

Documents

Noise Power Distance Re-evaluation