Quiet Aircraft Technology Workshop

Dallas, Texas

April 11-12, 2000AT

National Aeronautics and Space Administration

Office of Aero-space Technology

Tuesday 4/11/00

8:00 8:05 Call to Order Bill Willshire8:05 8:15 Welcome John Landers8:15 8:30 Purpose of Meeting Bill Willshire8:30 9:30 Noise Summary from ECoA 4 workshops Frank Murray

9:30 10:00 What's happened since last ECoA Workshop (August 1999)

Bill Willshire/Others

10:00 10:30 Break10:30 11:00 Noise vision and "fleet" system analysis Bill Willshire11:00 12:00 Other noise reduction R&D programs All12:00 1:00 Lunch1:00 1:15 QAT Vision Bill Willshire1:15 2:45 QAT customer expectations Open Podium2:45 3:15 Break3:15 4:00 QAT customer expectations concluded

4:00 5:00 Lessons learned in current noise reduction program

Bill Willshire/General

discussion

Agenda

Agenda

Wednesday 4/12/00

8:00 8:05 Call to Order Bill Willshire

8:05 8:30 Suggested QAT technical approach with GAP analysis

Bill Willshire

8:30 10:00 Discussion of technical challenges to achieve expectations

Open Podium

10:00 10:30 Break

10:30 12:00 Break-out secessions to identify high level goals to solve technical challenges

All

12:00 1:00 Lunch

1:00 2:00 Technical goal report-out/discussionBill

Willshire/General discussion

2:00 2:30 Wrap-up/future plansBill

Willshire/General discussion

• Fulfill NASA commitment to communicate with ECoA workshop participants

• Communicate size/scope of proposed NR program

• Begin program formulation process

– Listen to partner/customer expectations - where do you need/want noise reduction technology to be in 5 years?

– Identify technical challenges to achieving expectations

– Process/steps to resolve/solve technical challenges

Purpose

Expectations

• Initiate discussions to form basis for final program:

– Technical content

– Organization

– Policies

What has happened since last ECoA workshop?

• NASA’s noise reduction effort received $20M FY 2000 augmentation

• UEET program initiated

• Presidents FY 2001 budget contains follow-on noise reduction program

– Quiet Aircraft Technology Program

– $20M/year for 5 years (‘01 through -05)

Demonstrations Validation of Operations to Reduce Community Noise ImpactFlight Evaluation of Interior Noise Control for Propeller AircraftJet Noise Reduction Flight Demos

System Studies Engine Noise StudiesNacelle Aeroacoustics StudiesAirframe Noise StudiesOperations System StudyCommunity Noise Impact Study

Innovative Research Engine Noise PredictionSelf-powered smart acoustic linerPropulsion Airframe Aeroacoustics Effects on Jet NoiseDesign and Test of a CML Slotted-Flap SystemEnhanced Landing Gear-Noise ModelingBlended Wing Body (BWB) airframe noise studySTAR enhancementsActive/passive interior noise control treatment development

FY00 $20M Congressional Augmentation

Reduce the perceived noise levels of future aircraft by one half (10 dB) from today’s subsonic aircraft within 10 years, and by three quarters (20 dB) within 25 years

Enterprise Noise Goal

Benefit

10-year Goal: Technology for 65 LDN at airport boundary 25-year Goal: Technology for 55 LDN at airport boundary

Justification Air transport system is constrained by noise due to quality of life issues

Current planned program will achieve 50% of 10-year goal

Broad-based customer support

Technology for 2015 and beyond needed soon

FAA relies on NASA for long-term noise solutions

Technology development is about quality of life, including unconstrained growth

Objectionable aircraft noise contained within airport boundary.

Vision

National Vision for Noise Reduction AT

Chart - 8

Develop technology to improve quality of life through the elimination of adverse effects of aircraft noise

Objective

Impact of Noise Reduction on 2005* O’Hare DNL 55 Noise ContoursAccording to EPA Levels Document, DNL 55 is the outdoor noise exposure level "requisite to protect the public health and welfare with an adequate margin of safety". The phrase "health and welfare" is defined as "complete physical, mental and social well-being and not merely the absence of disease and infirmity".

Vision: Objectionable aircraft noise contained within airport boundary.

Objective: Contain DNL 55 noise contour within airport boundary.

Benefit: For the public good, community noise impact of aircraft largely eliminated, thus enabling a noise constraint-free air transportation system

55Ldns

Baseline 55 dB Ldn

5 dB noise reduction

10 dB noise reduction

15 dB noise reduction

20 dB noise reduction

Key

A/P boundary

*Note: After the phase-out of Stage II a/c.

55 DNL Noise Contours

2005 Fleet Noise Reduction Requirements for 55 dB Ldn Contour to be within Airport Boundary

Fleet Noise Reduction,

dB

According to EPA Levels Document, DNL 55 is the outdoor noise exposure level "requisite to protect the public health and welfare with an adequate margin of safety". The phrase "health and welfare" is defined as "complete physical, mental and social well-being and not merely the absence of disease and infirmity".

55Ldn@A/Pboundary-v2

0

5

10

15

20

25

30

35

40

45

50

IAD DFW BOS CVG LAX MCO SFO ORD PIT DTW MSP ATL EWR JFK SEA LGA ZRH

0

5

10

15

20

25

30

35

40

45

50

IAD DFW BOS CVG LAX MCO SFO ORD PIT DTW MSP ATL EWR JFK SEA LGA ZRH

2005 A/C Class Noise Reduction Requirements for 55 dB Ldn Contour to be within Airport Boundary

A/C Class Noise

Reduction, dB

55Ldn@A/Pboundary-v2

According to EPA Levels Document, DNL 55 is the outdoor noise exposure level "requisite to protect the public health and welfare with an adequate margin of safety". The phrase "health and welfare" is defined as "complete physical, mental and social well-being and not merely the absence of disease and infirmity".

Fleet

Propeller

Narrow Body

Wide Body

Other Noise Reduction R&D Efforts• NASA

– Propulsion Base

– Airframe Base

– Information Technology

– Rotorcraft

• Other

– FAA

– Industry

– Academia

– Europe

– …?

QAT Vision - subject to discussion!

• Develop technology necessary to meet Enterprise 10/25 year NR goals

• Broad partnership/sharing approach

• Revolutionary rather than evolutionary

– Proper near-term/far-term balance?

– Need sizzle!

• Develop technology to TRL of 4-5

– Broad/narrow technical content?

– Fundamental/applied research balance?

– Validated physics-based noise prediction models critical to success

• Cost share with customers/partners to get technology to TRL 5-6

• Necessarily limited scope

• Limited to subsonic transport airplanes

– No rotorcraft noise reduction technology

– No propeller noise reduction technology

– No sonic boom reduction technology

– Small twin, large quad, both, something else?

Lessons Learned• Involve/partner with industry early

– Establish Steering Committee that can advocate/recommend technology advancements

• Involve/partner with FAA early

• Establish program and implement as national team

• Plans should include early successes

• Perform system level studies to identify highest payoff technical areas

• Define and get into place necessary contract vehicles early

• Define quantifiable baseline

• Technical leaders manage across centers

– Define program assessment process

– Maintain element level reserves/contingency

– Streamline reporting/review process

– Establish technology transfer/protection policy early

– Define program metrics, roadmaps, and research plans early

– Plans should include milestones which support upper level milestones

– Incorporate into plans program revalidation milestones

– WBS should follow/support Level I milestones

Modeling &Integration

Engine Systems Airframe Systems

AirspaceOperations

EmissionReduction

NoiseReduction

PRINCIPAL ELEMENTS OF ENVIRONMENT PROGRAM

SYSTEMSINTEGRATION

Impact, Modeling &Integration

Engine System Noise Reduction

Airframe System Noise Reduction

Low Noise Airspace

Operations

Proposed Quiet Aircraft Technology Work Breakdown Structure

• Airframe noise reduction

• Propulsion/Airframe Aeroacoustics

• Interior noise reduction

• Engine source noise reduction

• Nacelle aeroacoustics

• Airborne systems

• Air traffic management

• Impact modeling

• Airplane system noise prediction

• Integration/assessment

2022

Gap Analysis: Technical Challenges, Objectives, and Investment Areas

ASTNoiseReduction

Engine Systems

AirframeSystems

Engine systems

Airframe noise

Operations

Fan

Core

Exhaust

Liners

PAI WeightAerodynamics

Precision trajectories

Prec. ground tracks

5 dB

8 dB

8 dB

4 dB

1997

3 dB

8 dB total source noise

Impact/Effects Modeling & Metrics

1992

3 dB

20 dB

10 dB

2007

5 dB AST

2 dB Ops

3 dB source

Operations

Airframe Noise

Flap

Slat

Gear

Noise Reduction AT

Quiet Aircraft Technology Program

Advanced Engine Systems– Reduced broadband fan noise

Propulsion/Airframe Aeroacoustics– Systems approach

Wind

Advanced Operations– Community noise impact

Distributed Exhaust– Reduced jet noise

Community Noise Impact– Improved accuracy– Single event impact

Technologies• Flow management• Active control• Broadband reduction• Propulsion/airframe aeroacoustics• Computational aeroacoustics• System optimization• Real time impact model• Precision noise-minimal trajectories

QuickTime™ and aPhoto - JPEG decompressor

are needed to see this picture.

Advanced Airframe Systems– Reduced flap, slat and gear

airframe noise

Quiet Aircraft Technology Program Planning Schedule

• April 11-12 1st QAT Workshop, Dallas

• May 11-12 2nd QAT Workshop, Indianapolis

• May-Sep Technical teams do detail planning

• May/June Program Readiness Review

• July/August Non-Advocate Review

• August/Sep 3rd QAT Workshop, Hampton

• September Program plans

– Level 1-3 program plans

– Research plans

– Technology transfer policy

– etc ...

Backup Charts

Noise ReductionAerospace Vehicle Systems Technology

Page20

Technology Readiness Levels

1. Basic principles observed and reported

4. Component and/or breadboard test in a laboratory environment

3. Analytical and experimental critical function, or characteristic proof-of-concept, or completed design

2. Technology concept and/or application formulated (candidate selected)

8. Actual system completed and flight qualified

7. System prototype demonstrated in flight

6. System/subsystem (configuration) model or prototype demonstration/validation in a relevant environment

5. Component (or breadboard) verification in a relevant environment

9. Operational flight-proven

IncreasingRisk

Government Role

Industry Role

Noise ReductionAerospace Vehicle Systems Technology

Page21

Seamless integration of air travelinto the fabric of society: easilyaccessible, easily utilized, safe,affordable travel with minimalenvironmental impact. Customerdemands will drive air travelsystems, service, and products

Goals for Pillar One Global Civil Aviation

While maintaining safety, triple the aviation system throughput, in all weather conditions, within 10 years

Reduce the perceived noise levels of future aircraft by one half from today’s subsonic aircraft within 10 years, and by three quarters within 25 years

Reduce emissions of future aircraft by a factor of three within 10 years, and by a factor of five within 25 years

Reduce the aircraft accident rate by a factor of five within 10 years, and by a factor of 10 within 20 years

Reduce the cost of air travel by 25% within 10 years, and by 50% within 25 years

10 dB

Pillar goals

1960 1970 1980 1990 2000 2015 2025

Year

Global Civil Aviation Noise Goals

Technology Level

Effectiveperceived

noise level,

dB 10 dB10 dB

2007 20221997

Time to enterinto service

20 dB

Environment - Noise Benefit

Goal: Reduce the perceived noise levels of future

aircraft by 1/2 (10 dB) from today’s1997

subsonic aircraft

within 10 years and by 3/4 (20 dB) within 25 years.

For the Public Good:For the Public Good:• Reduce community noise

impact• Objectable aircraft noise

confined within airport boundaries.

• Curfew free, unconstrained operations and growth

• Improved competitiveness

0

- 10

- 20

+10

Year

Acceptable intrusion

10 Year

25 Year

Growth range

3-7%

Singleeventnoiselevel,

dB

2000 2020 20401980

0

- 10

- 20

+10

Communitynoise

exposure,dB

Aircraft Noise Reduction Benefit

Baseline1997 = Baseline1992 - 3 dB

Baseline and Goal Relationships

Baseline

Goals

AST1992: 10 dB; 8 dB source noise reduction @ TRL 6; 2 dB operations @ TRL 4

AST1997: 5 dB source noise reduction @ TRL 6; 2 dB operations @ TRL 4

10-year Goal1997: 10 dB; requires 5 dB beyond AST; 3 dB source and 2 dB ops @ TRL6

20-year Goal1997: 20 dB; requires 10 dB beyond 10-year goal; 8 dB source and 2 dB ops @ TRL6

(3 dB source reduction translates to 4 dB engine system and 4 dB airframe noise reductions)

A/P Red S/L App C/LdB Eng, dB A/F, dB Eng, dB A/F, dB Eng, dB A/F, dB3 3.0 0.0 4.3 1.0 3.1 .06 6.0 0.0 7.3 4.0 6.3 .08 8.0 0.0 9.3 6.0 8.6 .0

10 10.1 0.0 11.3 8.0 11.1 .016 16.3 0.0 17.3 14.0 18.9 2.820 20.9 0.0 21.3 18.0 22.9 6.8

Business Jet

A/P Red S/L App C/LdB Eng, dB A/F, dB Eng, dB A/F, dB Eng, dB A/F, dB3 3.2 0.0 4.5 0.7 3.5 .06 6.8 0.0 7.5 3.7 7.8 .08 9.5 0.0 9.5 5.7 10.5 1.1

10 12.8 0.2 11.5 7.7 12.5 3.116 18.8 6.2 17.5 13.7 18.5 9.120 22.8 10.2 21.5 17.7 22.5 13.1

Small Twin

A/P Red S/L App C/LdB Eng, dB A/F, dB Eng, dB A/F, dB Eng, dB A/F, dB3 3.1 0.0 4.6 0.3 3.3 .06 6.4 0.0 7.6 3.3 7.1 .08 8.7 0.0 9.6 5.3 10.1 .0

10 11.4 0.0 11.6 7.3 12.7 1.416 18.9 3.7 17.6 13.3 18.7 7.420 22.9 7.7 21.6 17.3 22.7 11.4

Medium Twin

A/P Red S/L App C/LdB Eng, dB A/F, dB Eng, dB A/F, dB Eng, dB A/F, dB3 3.4 0.0 4.6 0.6 3.5 .06 7.5 0.0 7.6 3.6 7.9 .08 10.6 0.5 9.6 5.6 10.5 1.3

10 12.6 2.5 11.6 7.6 12.5 3.316 18.6 8.5 17.6 13.6 18.5 9.320 22.6 12.5 21.6 17.6 22.5 13.3

Large Quad

A/P Red S/L App C/LdB Eng, dB A/F, dB Eng, dB A/F, dB Eng, dB A/F, dB3 3.2 0.0 4.5 0.6 3.4 0.06 6.7 0.0 7.5 3.7 7.3 0.08 9.2 0.1 9.5 5.7 9.9 0.6

10 11.7 0.7 11.5 7.7 12.2 2.016 18.2 4.6 17.5 13.7 18.7 7.220 22.3 7.6 21.5 17.7 22.7 11.2

Average

Two Component Analysis (engine and airframe)

2companalysis 4/28/98

ARFM INLT AFAN CORE TURB JETT-4 -8 -8 0 0 -6

Avg Delta-11 6.2 -6.7 0.4 6.8 2.7 7.3

Max Delta-11 10.4 -6.2 6.6 8.6 6.2 9.2

Avg Delta-11 5.6 0.1 0.4 5.7 1.0 7.3

Max Delta-11 9.0 5.9 2.9 7.5 1.0 11.7

Avg Delta-11 3.5 2.7 3.9 1.3 1.0 3.6

Max Delta-11 7.6 5.3 5.2 1.7 1.0 9.7

Avg Delta-11 5.8 3.6 4.1 1.4 1.0 1.8

Max Delta-11 8.0 5.2 6.6 2.2 1.0 9.0

Avg Avg Delta-11 5.3 -0.1 2.2 3.8 1.4 5.0

Avg Max Delta-11 8.8 2.6 5.3 5.0 2.3 9.9

Business Jet

Small Twin

Medium Twin

Large Quad

Average

AST targets

6 Component Analysis - Method 2

A/CB/L B/L Component EPNdB

100.7 91.3 92.9 96.3 80.1 76.9 89Red. ARFM INLT AFAN CORE TURB JETT

3 .5 4.5 4.3 .0 .0 .06 3.6 7.6 7.8 .0 .0 2.28 5.3 9.2 10.6 .0 .0 4.1

10 7.4 11.4 13.6 .0 .0 6.316 13.8 17.6 19.4 4.1 5.3 12.820 17.6 21.5 23.3 8.0 9.2 16.6

A/CB/L B/L Component EPNdB98.7 88.7 88.5 92.8 80.7 67.9 93.9Red. ARFM INLT AFAN CORE TURB JETT

3 .0 .0 3.9 .0 .0 4.96 3.0 2.9 7.2 .0 .0 8.18 5.2 5.2 9.5 .0 .0 10.2

10 7.7 7.7 12.1 .1 .0 12.716 13.9 14.2 18.6 6.5 5.3 18.820 18.2 18.7 23.2 11.0 9.2 23.2

A/CB/L B/L Component EPNdB

103.8 98.5 98.6 97.4 78.5 81.2 83.7Red. ARFM INLT AFAN CORE TURB JETT

3 2.5 3.6 3.1 .0 .0 .06 5.8 6.8 6.6 .0 .0 .08 8.1 9.6 8.3 .0 .0 .0

10 11.0 12.2 10.4 .0 .0 .016 17.8 19.3 17.1 .0 5.1 5.020 21.9 23.4 21.2 3.0 9.4 8.8

Approach

Cutback

Sideline

Large Quad Six-Component Noise Analysis

Benefit of AST Noise Reduction Technology

Key

B/L

Post AST

60

70

80

90

Business Jet

Eng A/F Eng A/F Eng A/F

C/L S/L App

Lev

el, E

PN

dB

Eng A/F Eng A/F Eng A/F

70

80

90

100

Medium TwinC/L S/L App

Lev

el, E

PN

dB

70

80

90

100

Small Twin

Eng A/F Eng A/F Eng A/F

C/L S/L App

Lev

el, E

PN

dB

80

90

100

110

Large Quad

Eng A/F Eng A/F Eng A/F

C/L S/L App

Lev

el, E

PN

dB

Relative to Engine/Airframe Noise Components for 1992 Technology

1992w/ASTnr

Noise ReductionAdvanced Subsonic Technology

Single Event Noise Reduction to Achieve Minimum Noticeability*

Ambient, dBA

36 46 56

737 32 22 12

747 44 34 24

A/C

Takeoff

Ambient, dBA

36 46 56

737 41 31 21

747 50 40 30

A/C

Approach

*Minimum noticeability defined as 5 dB above aural detection 4 nm from a/p boundary

MinNotice