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UNCLASSIFIED NAY 67 USAFOEHL-97-06GESIlSENA F/O 24/2 ML

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USAFOEHL REPORT

87-O68EHOI 18ENA

FIRST ARTICLE NOISE SURVEY OF THE A/F32T-9

LARGE TURBO FAN ENGINE ENCLOSED NOISE

SUPPRESSOR SYSTEM, FAR-FIELD NOISE,

'4' McCONNELL AFB KSNJ

00TERRY M. FAIRMAN, CAPTAIN, USAF, BSC

May 1987

DTICFinal Report ELECTE f

JL 02 1987

Distribution Is unlimited: epproved for public reloase

USAF Occupational and Environmental Health LaboratoryHuman Systems Division (AFSC)

Brooks Air Force-Base, Texas 78235-5501

-. . .. . .. - '. . ; ." " . .." " - " . . .- .r

. . "

UNCLASSIFIEDSECU'iTY CLASSIFICATION OF THIS PAGEAM2 ,50

IForm Approved

REPORT DOCUMENTATION PAGE OMBo 0704-0188

is. REPORT SECURITY CLASSIFICATION lb RESTRICTIVE MARKINGSUnclassified I2a. SECURITY CLASSIFICATION AUTHORITY 3 DISTRIBUTION /AVAILABILITY OF REPORT 1N/A2b. DECLASSIFICATION /DOWNGRADING SCHEDULE Distribution is unlimited;

N/A Approved for public release.

4. PERFORMING ORGANIZATION REPORT NUMBER(S) 5. MONITORING ORGANIZATION REPORT NUMBER(S)

USAFOEHL Report 87-068EHO118ENA

6a. NAME OF PERFORMING ORGANIZATION [6b OFFICE SYMBOL 7a. NAME OF MONITORING ORGANIZATIONUSAF Occupational and Environ- (if applicable)mental Health Laboratory ECH

6c. ADDRESS (City, State, and ZIP Code) 7b. ADDRESS (City, State, and ZIP Code)

Brooks AFB TX 78235-5501 '

8. NAME OF FUNDING/SPONSORING 8b. OFFICE SYMBOL 9 PROCUREMENT INSTRUMENT IDENTIFICATION NUMBERORGANIZATION (if applicable)

Same as 6A"

9c. ADDRESS (City, State, and ZIP Code) 10. SOURCE OF FUNDING NUMBERS %

PROGRAM PROJECT ,TASK WORK UNITELEMENT NO. NO. NO ACCESSION NO

Same as 6c ,.I I11. TITLE (nclude SecurityClassification) First Article Noise Survey of the A/F32T-9 Large Turbo Fan

Engine Enclosed Noise Suppressor System, Far-Field Noise, --McConnell AFB KS

12. PERSONAL AUTHOR(S)Terry M. Fairman, Capt, USAF, BSC

13a. TYPE OF REPORT 113b. TIME COVERED 114. DATE OF REPORT (Year, Month, Day) 1S.PAGE COUNTFinal I FROM TO May 1987 181

16. SUPPLEMENTARY NOTATION

17. COSATI CODES 18. SUBJECT TERMS (Continue on reverse if necessary and identify by block number)'FIELD GROUP SUB-GROUP A/F32T-9 Jet Engine Noise

Engine Test Cell Noise Suppressor

Noise T-9 NSS

1. ABSTRACT (Continue on reverse if necessary and identify by block number)

-This report presents the results of noise measurements made on the A/F32T-9 Large TurboFan Engine, Enclosed Noise Suppressor System, during First Article Tests at McConnell AFB KS.Noise measurements obtained at 100 meters distance are summarized for the following engines:the J57-59W, TF33-P3, TF30-P7, FIOO, TF41-A, J85-5, F1I01-GE-102, and the F109-CF-100.

20 DISTRIBUTION /AVAILABILITY OF ABSTRACT 21 ABSTRACT SECURITY CLASSIFICATION ,

0UNCLASSIFIEODUNLIMITED CM SAME AS RPT D OTIC USERS Unclassified22a NAME OF RESPONSIBLE INDIVIDUAL 22b TELEPHONE (Include Area Code) 22c OFFICE SYMBOL

TERRY M. FAIRMAN! Captain. USAF, BSC (512) 536-32141 ECH

DD Form 1473, JUN 86 Previous editions are obsolete. SECURITY CLASSIFICAT!ON OF TS :AGE_

UNCLASSIFIED

,..,.. %

ACKNOWLEDGEENTS

The author gratefully acknowledges the technical assistance provided by thestaff of the Biodynamic Environment Branch, Armstrong Aerospace MedicalResearch Laboratory, Wright-Patterson AFB OH. Particular thanks go to Mr JohnCole for approving a joint effort with his staff, the loan of their dataacquisition systems, and providing access to their data analysis system. Alsoa special thanks to Mr Harald Hille who provided on-site technical assistance,Mr Robert Powell and Mr Robert Lee for their help in establishing a surveyprotocol, and to Mr Keith Kettler of the University of Dayton for his help incalibrating the microphones and recording systems, as well as assistance inthe mechanics of data processing along with Mr Henry Mohlman and Mr FredLampley also of the University of Dayton who ran the OMEGA programs used toanalyze and format the data.

The author also gratefully acknowledges the assistance of all the USAFOEHLdata gathering team members, without whose assistance this project would neverhave been completed. They include: Lt Col Kenneth Talley, Lt Col GlennGaudet, Maj John Ellis, Maj Randall Ostraat, Maj Denton Crotchett, CaptJeffery Jenkins, Capt Isaac Atkins, Capt Frank Liebhaber, Mr Jimmy Langwell, oMSgt Abel De La Rosa, MSgt James Lanoue, MSgt John Randall, SSgt MichaelLazenby, SSgt Shelley Schelin, Sgt Kathy Skjod, Sgt Paul Lay, AlC Ty Farris,and AIC Donald Johnson.

-Accession orNTIS GRA&I

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Availability Codes

Avail and/or

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CONTENTS

PageDD Form 1473 jAcknowledgmentsTables

vI. INTRODUCTION I

II. DISCUSSION 1

A. Measurements 1B. Results

4C. Observations 6

III. CONCLUSIONS 7

IV. RECOMMENDATION 8

REFERENCES. 9

APPENDIX

A Far-Field Noise on J57-59W EngineB Far-Field Noise on TF33-P3 Engine 27C Far-Field Noise on TF30-P7 Engine 47D Far-Field Noise on F100 Engine 71E Far-Field Noise on TF41-Al Engine 95F Far-Field Noise on J85-5 Engine 115G Far-Field Noise on F10-GE-102 Engine 135H Far-Field Noise on F108-CF-100 Engine 155

Distribution List 175

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TABLESTable Page

1 Definitions of Acoustical Quantities 4

2 Overall Sound Levels, A-Weighted (OASLA) 5

3 J57-59W Engine in the A/F32T-9 NSS3.1 Test Conditions 133.2 Measured Sound Pressure Levels 143.3 Normalized Sound Pressure Levels 173.4 Measures of Human Noise Exposure 203.5 Normalized Octave Band SPLs 23

4 TF33-P3 Engine in the A/F32T-9 NSS4.1 Test Conditions 294.2 Measured Sound Pressure Levels 304.3 Normalized Sound Pressure Levels 344.4 Measures of Human Noise Exposure 384.5 Normalized Octave Band SPLs 42

5 TF30-P7 Engine in the A/F32T-9 NSS5.1 Test Conditions 495.2 Measured Sound Pressure Levels 505.3 Normalized Sound Pressure Levels 555.4 Measures of Human Noise Exposure 605.5 Normalized Octave Band SPLs 65

6 FIOO Engine In the A/F32T-9 NSS6.1 Test Conditions 736.2 Measured Sound Pressure Levels 746.3 Normalized Sound Pressure Levels 796.4 Measures of Human Noise Exposure 846.5 Normalized Octave Band SPLs 89

7 TF41-Al Engine in the A/F32T-9 NSS7.1 Test Conditions 977.2 Measured Sound Pressure Levels 987.3 Normalized Sound Pressure Levels 1027.4 Measures of Human Noise Exposure 1067.5 Normalized Octave Band SPLs 110

8 J85-5 Engine in the A/F32T-9 NSS8.1 Test Conditions 117 U8.2 Measured Scund Pressure Levels 118 .%8.3 Normalized Sound Pressure Levels 1228.4 Measures of Human Noise Exposure 1268.5 Normalized Octave Band SPLs 130

V

TABLES (Cont)

Table Page

9 FIO-GE-102 Engine in the A/F32T-9 NSS9.1 Test Conditions 1379.2 Measure Sound Press-ire Levels 138

9.3 Ncrmalized Sound Pressure Levels 1429.4 Measures of Human Noise Exposure 1469.5 Normalized Octave Band SPLs 150

10 F108-CF-100 Engine in the A/F32T-9 NSS10.1 Test Conditions 15710.2 Measured Sound Pressure Levels 15810.3 Normalized Sound Pressure Levels 16210.4 Measures of Human Noise Exposure 16610.5 Normalized Octave Band SPLs 170

vi

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I. INTRODUCTION

A. Purpose: This report provides 1/3 octave band noise data on theA/F32T-9 Large Turbo Fan Engine Enclosed Noise Suppressor System (T-9 NSS), atMcConnell AFB KS. Data were obtained in support of a request from the T-9item managers, SA ALC/MMIMH, Kelly AFB TX, for noise data to support theirFirst Article Tests (FAT) on the new facility.

B. Problem: The Williams Steel Inc./Cullum-Detuners Ltd. T-9 NSS is aprefabricated, air cooled, demountable, acoustically treated, jet engine noisesuppressor system designed to totally enclose a single engine during groundrunup operations. This facility is designed to permit testing of bare enginesunder controlled environmental conditions, and protect the neighboring areafrom noise through use of an air cooled exhaust system. This one facility canserve many different engine types and provides an efficient enclosed work areafor maintenance personnel. T-9 noise suppressors are programmed to be sitedat over 20 SAC bases and National Guard units in the next two years. Noisedata are essential to evaluate the impact on the community noise environmentaround the T-9 facility, and determine if the T-9 noise suppressor meets theFAT requirements.

C. Scope: This report provides measured data defining bioacousticenvironments produced by the following aircraft engines operating in the T-9NSS during ground runup operations: J57-59W, TF33-P3, TF30-P7, F100, TF41-Al,J85-5, F101-GE-102, and F108-CF-100. All data are reported for 100 metersdistance from the T-9 NSS, and are evaluated against the contractuallyspecified criterion limit of 77 dB(A).

1. This report follows the data reporting format for the USAFBioenvironmental Noise Data Handbooks established by the Armstrong AerospaceMedical Research Laboratory (AAMRL) under the report number AMRL-TR-75-50.The handbooks represent a multivolume library that quantifies the noiseenvironments produced at flight/ground crew locations, and in surroundingcommunities by operations of Air Force aircraft and ground support equipment.The far-field, community-type noise data in the handbooks describe the noiseproduced during ground operations of aircraft, ground support equipment, andother ground-based equipment or facilities.

2. Volume 1 of the USAF Environmental Noise Data Handbook seriesdiscusses the objectives and design of the handbook, the types of datapresented, measurement procedures, instrumentation, data processing,definitions cf quantities, symbols, equations, applications, limitations,etc. Refer to Volume 1 (reference 2) for such information.

II. DISCUSSION

A. Measurements

1. USAFOEHL acquired the far-field noise data during an approximately2 hour test period for each engine operating in the T-9 NSS, thus keepingsimilar meteorclogical conditions. Fig re 1 shows the T-9 Noise Suppressor's

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orientation relative to 20 microphone measurement sites centered on two 100meter (328 feet) semicircles. The center of the front semicircle was locatedon the ground beneath the intersection of the engine centerline and a planepassing through the exhaust nozzle. The center of the back semicircle waslocated on the center of the exhaust stack. This two center approach was usedbecause the T-9 NSS is designed with two main exit ports for the noise gener-ated; the air inlets and the exhaust stack. These two exit ports are located

* a relatively large distance apart (over 100 feet) causing the T-9 to act likea two point noise source. For the T-9 to be measured as a single pointsource, noise measurements would have had to be taken at a much furtherdistance than the 100 meter radius. Measured noise levels at fartherdistances would have been lower and possibly too close to the ambient noiseenvironment to make a clear determination as to the source characteristics.The 1/3 octave band spectra for the two 90 degree positions were logarithmi-cally averaged together to present only single values for the 90 degreemeasurement sites. This approximation was necessary since the OMEGA programsused to analyze the data only allow 19 angles to be presented. This method ofaveraging does not significantly affect the calculated overall values at any

* of the measurement locations.

2. Portable tape recording systems were used to sequentially recordthe noise at each far-field location. Approximately 10-15 seconds of noise ateach location was recorded on audio tape for later analysis using a 1/3 octaveband digital frequency analyzer. Two survey teams (three for the F101)recorded data using separate recording systems at different points to allowdata collection within the time allowed by the operating constraints of theengine. The microphone was attached to a hand held pole, pointed at thesource (0 degree angle of incidence) and vertically scanned from 0.5 to 3meters for a period of 10 to 15 seconds during data acquisition at eachmeasurement location. These samples were then time-integrated to derive aroot-mean-square sound pressure level. Vertical scanning and time-integratingtogether reduces anomalies frequently present in data acquired by fixed heightmicrophones.

2

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B. Results

1. Table 1 presents a list of definitions of the acousticalquantities and terminology used in this report.

TABLE 1

DEFINITIONS OF ACOUSTICAL TERMS

OASPL Overall Sound Pressure Level. Energy summation of soundpressure levels in all 1/3 octave bands with no frequencyweighting applied.

OASLA A-Weighted Overall Sound Level, in dB(A), as specified inAmerican National Standards Institute (ANSI) StandardNumber S1.4-1983.

OASLC C-Weighted Overall Sound Level, in dB(C), as specified in ANSIStandard Number $1.4-1983.

PNLT Tone Corrected Perceived Noise Level as specified in FederalAviati6n Regulation (FAR) Part 36.

PSIL Preferred Speech Interference Level as specified in AFR 161-35.

dB Decibel, Base 10 logarithmic ratio of sound pressure.

2. Table 2 presents a summary of the OASLA values for each of theeight engines measured at McConnell AFB. These values were obtained from eachof the Tables X.4 for each engine. The table summarizes the noise data foronly the highest engine power setting of each engine, either military power orafterburner power, as this condition created the loudest noise levels. Areview of this table indicates four of the eight engines had one or moremeasured angles where the A-weighted noise level exceeded the 77 dB(A)criteria. The four engines with OASLA values in excess of 77 dB(A) are theTF30-P7, the F100, the J85-5, and the F101. Each of these engines hadafterburner capability. The F101 appears to be the worst offender in that16 of the 18 measured locations exceeded the 77 dBA) specification. Asdiscussed next in the Observations section, each of these A-weighted valuescould be off by as much as ±3 dB(A), possibly even slightly more, because ofthe errors introduced from reflections and adverse weather conditions. Evenconceding an overestimation of the actual noise level by as much as 3 or 4dB(A), the noise levels measured for these engines would still be well inexcess of the 77 dB(A) criteria particularly for the F101 engine.

14

%' s N

TABLE 2

OVERALL SOUND LEVELS, A-WEIGHTED (OASLA)

ENGINEANGLE(Deg) * * * *

J57 T33 TF30 F1O0 TF41 J85 F1 01 F108

0 74 75 76 79 72 77 85 73350 72 74 76 76 71 85 T1 71340 72 74 78 74 70 89 80 71330 64 74 66 67 66 75 72 6740 54 56 62 66 59 71 67 6950 63 62 71 72 66 70 80 7160- -77 64 72 75 69 84 80 7070 70 66 73 76 71 75 80 7080 73 66 74 78 72 78 83 7290 70 66 77 0 72 73 6 71

100 70 6 79 79 68 75 8110 67 62 71 74 63 69 79 66120 63 62 75 77 63 69 83 64130 ;6 63 81 80 66 76 86 69140 68 65 82 79 74 7 70150 69 66 85 84 71 74 91 73170 70 68 83 8 769 72 91 73

1 6 67 8 8 70 70 92 72

* Engines operating at maximum afterburner power.

All other engines operating at military power orequivalent maximum thrust.

3. Tables "X".l (specific "X" for each engine) provide the engineoperating condition (%RPM) for each power setting used in the far-fieldtests. Also listed in these tables are the surface meteorological conditionsduring acquisition of the noise data for each engine operating in the T-9 NSS.

4. Tables "X".2 list the overall and 1/3 octave band sound pressurelevel (SPL) measured at the far-field locations under the specified enginepower conditions and meteorological conditions at the time of each test.

5. Tables "X".3 present the overall and 1/3 octave band SPLsnormalized to 100 meters distance and standard day meteorological conditions(15 degrees C temperature, 70% relative humidity, 0.760 meter Hg barometricpressure).

6. Tables "X".4 present the measures cf human noise exposure asspecified in AFR 161-35.

7. Tables "X".5 list the overall and octave band SPL data normalizedto standard conditions.

ge5

I7,

8. Some cf the Tables "X".2 - "X".5 have missing data for certainangles and frequencies. Several conditions caused missing data. First, itwas physically impossible to collect data at the angle 160 location.Secondly, the level of noise in certain frequencies may have been below thedynamic range of the analysis equipment. This is the case for thosemeasurement locations where high frequency results are missing. Lastly, anydata which was erroneously recorded and not analyzable is not included in thetables.

9. Background noise levels were measured at each microphonemeasurement angle, and these data are presented as the first tables in theTable "X".2 series. It was necessary to determine the ambient noise levels ateach measured angle around the T-9 since a single measurement obtainedsomewhere in the near vicinity of the T-9 would not adequately represent thebackground conditions at any of the individual measurement sites. This is dueto both the sound energy reflected off of the surrounding buildings and thespurious and transient nature of aircraft operations noise from the flightline. It is important to note background noise levels are reported in aseparate table in this report, and have not been eliminated from any of theremaining tables of this report. Further discussion of the reasons for notapplying background noise corrections to the data in this report is containedin the Observations section.

C. Observations

1. A review of the data clearly indicates that the T-9 site atMcConnell AFB KS, was not good for acquiring far-field noise data. Asdepicted in Figure 1, the complete west side of the T-9 NSS is shielded bybuildings 1108 and 1111, so no noise measurements could be made on thatside. On the east side, building 1169 either completely blocked or interferedwith measurements from 100 to 600, and buildings 1180 and 1182 blocked orinterfered with measurements from angles 1000 to 1700. Noise measurements atall angles were affected to varying degrees due to reflection of the acousticwaves off these nearby buildings and the interaction of the reflected waveswith the direct acoustic wave from the source. Sound levels in any particularband could be different from a free-field measurement by as much as ±4 dB.This could throw the final A-weighted levels at some of these locations off byas much as ±3 dB(A) frcm the effect of reflections alone.

2. Another possible problem with the data which cannot be quantifiedis the affect of collecting data under meteorolcgical conditions outside ofthe desired parameters. Attempts were made to collect data only when theconditions of temperature, humidity, and wind speed were within the rangespecified by the AAMRL Standard Procedure. This was not always possible dueto the importance placed on keeping the FAT on schedule, a restriction leviedby the Test Directors. It was also unrealistic to delay the tests severaldays waiting for the weather to change at McConnell AFB KS, during the wintermonths. High wind speeds probably had the greatest adverse affect on the datadue to the nearby buildings. The higher wind speeds would create even largereddy currents around nearby buildings. These currents might have been outsideof our wind speed tolerance, and we would not have known it since wind

6

velocity was measured at a single location. Noise signatures at measurementlocations near these buildings would be distorted to some indeterminableextent in addition othe distortion caused by the reflection effects discussedabove. The OMEGA programs do not correct for these types of effects.

3. All the noise data presented in this report were subject tointerfering noise from highly active flight line operations. F-4s and KC-135flyovers were routine, as were helicopters. Noise from ground supportequipment and vehicular traffic seemed to be constant. Every effort was made

* to record samples of the noise from the T-9 NSS during the quietest periods,but for the most part this turned out to be a practical impossibility. Whereit could be determined that an aircraft or helicopter flyover had adversely

* affected the recording, every effort was made to attempt to analyze a segmentof tne record with the least amount of outside interference.

4J. Background noise readings were obtained at each measurement angleprior to starting each engine test run. A review of any of the Table "X11.2,background power condition data tables will show the high level of the ambientnoise environment existing during each test. Normally the OMEGA programs areequipped to eliminate background and electronic noise from the data. We chosenot to apply the background noise corrections to the data because if applied,it would have created many blank tables. We therefore chose to present thebackground noise in a separate table, and the uncorrected measured results atall other engine power settings. To be able to identify a measured noiselevel as coming from a suspected source, the background or ambient noiselevels should be very much quieter than the measured level. In practicebackground levels should be 10 or more decibels below the measured level. TheOMEGA analysis programs look for a measured level at least 6 dB above back-ground to be identified with any degree of reliability as coming from themeasured source. On examining the background versus other power settings forany data set, we found only the measured results for power conditions ofmilitary power and afterburner power were reliable in terms of exceeding thebackground noise by the required 6 dB criteria. The engine power settings ofidle and intermediate ffor all engines should not be relied on, but areincluded in this report since they are representative of the actual noiselevels measured at McConnell AFB, under the given conditions.

111. CONCLUSIONS

A. The survey site at McConnell AFB, KS, was not the best location forthe purpose of conducting a noise survey on the T-9 NSS. Although thelocation of this facility is ideal frcm the standpoint of locating the T-9 NSSclose to the jet engine repair shop and the rest of the industrial complex ofthe base, the surrounding buildings and proximity to an active runway did notallow for the most accurate noise data collection.

B. Since we can not qualify the noise source characteristics of the datain this report (i.e., attribute all the measured noise levels as coming fromonly the T-9 NSS), we must emphasize the reported data can only be consideredrepresentative of the noise levels measured at the McConnell AFB T-9 NSS under

7

the given site location and weather conditions. The data in this report can

not and should not be used for predicting noise levels in future siting

applications at other installations.

C. Given the uncertainty level of the data as discussed above, it appearsthe T-9 NSS does not adequately suppress the noise output of four of the eight

engines surveyed. The limiting criteria of 77 dB(A) was exceeded at one ormore measurement locations for the TF30, FIO, J85, and F101 engines.

IV. RECOMMENDATION

We recommend these noise data be recollected at some other location withbetter acoustic conditions in the future to establish data for noise level

predictions.

,I

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REFERENCES

I. AFR 161-35, Hazardous Noise Exposure (9 April 1982)

2. Cole, John N., USAF Bioenvironmental Noise Data Handbook Volume I:Organization, Content and Application, AMRL-TR-75-50 (1), Armstrong AerospaceMedical Research Laboratory, Wright-Patterson Air Force Base, Ohio (1975)

3. Dorsey, Dan, Test Cell Thrust Momentum/Drag Test (First Article TestProgram, A/F32T-9 Noise Suppressor, McConnell AFB, KS, OC-ALC Prime Engines),Technical Report MMPRT 86-OC-PRIME-02, Oklahoma City Air Logistics Center,Propulsion Management Division, Tinker Air Force Base, Oklahoma (1986)

4. Lee, Robert A., T.H. Rau, and C. Jones, USAF Bioenvironmental Noise DataHandbook Volume 172: Hush-House Noise Suppressor (Aero Systems Engineering,Inc.) Far-Field Noise, AMRL-TR-75-50 (172), Armstrong Aerospace MedicalResearch Laboratory, Wright-Patterson Air Force Base, Ohio (1982)

.19

(This page left blank)

10

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APPENDIX A

Far-Field Noise on the

J57-59W Engine

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TABLE 3.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSJ57-59W ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM

MCCONNELL AFB, KANSAS

Date of Test: 8 February 1986

Time of Test: 1415 Hrs

Engine Operation

Idle 65.0 %RPM

80 % 80.0 %RPM

Military Power 94.4 %RPM

Meteorology

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., Bar Pressure 0.727 M Hg

Rel Humidity 68 %

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_ __ __ _ 2h

APPENDIX B


TF33-P3 Engine

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TABLE 4.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSTF33-P3 ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM

McCONNELL AFB, KANSAS



Engine Operation

Idle 57.3 %RPM

80 % 80.3 %RPM


Meteorology

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(Gusts to 15)

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48

JI..

TABLE 5.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSTF30-P7 ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM



Time of Test: 1100

Engine Operation

Idle 66.4 %RPM

80 % 80.0 %RPM


Afterburner Power 95.1 %RPM

Meteorology

Temperature 11 Deg C

Bar Pressure 0.767 M Hg

Rel Humidity 60 %

Winds - Speed 5 - 8 Knots(Gusts to 15)

- Direction 10 Deg (True)

q

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APPENDIX D


FiDO Engine

4.

4.

U

A.4

'4

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U..

-p.'I-

'U- 71


72

TABLE 6.1

F.

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSFlOO ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM




Engine Operation

Idle 66.7 %RPM

80 % 80.0 %RPM


Afterburner Power 90.6 %RPM

Meteorology



Rel Humidity 30 %

Winds - Speed 5 - 9 Knots

(Gusts to 13)

- Direction 350 Deg (True

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~(4

* iAPPENDIX E


TF41-Al Engine

.45

.4


96

TABLE 7.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSTF41-Al ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM


Date of Test: 6 March 1986


Engine Operation

Idle 57.2 %RPM

80 % 80.7 %RPM


Meteorology



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Winds - Speed 3 - 8 Knots


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114J

APPENDIX F


J85-5 Engine

115

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116

TABLE 8.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSJ85-5 ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM



Time of Test: 1400

Engine Operation

Idle 49.0 %RPM

Military Power 100 %RPM

Afterburner Power 100 %RPM

Meteorology



Rel Humidity 90 %

Wind - Speed 8 - 14 Knots(Gusts to 17)


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1341

APPENDIX G


F101-GE-102 Engine

135

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1 36

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TABLE 9.1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSFIOl-GE-102 ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM




Engine Operation

Idle 71 %RPM

Intermediate 100 %RPM(Military Pwr)

Augmented Thrust 100 %RPM(Afterburner Power)

Meteorology

Temperature 0 Deg C


Rel Humidity 62 %

Wind - Speed 6 - 10 Knots


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APPENDIX H


F108-CF-100 Engine

1551

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156

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TABLE 10. 1

TEST CONDITIONS FOR FAR-FIELD NOISE MEASUREMENTSF108-CF-100 ENGINE IN THE A/F32T-9 NOISE SUPPRESSOR SYSTEM


Date of Test: 16 April 1986


Engine Operation

Flight Idle 35.4 %RPM

Max Cont Power 88.6 %RPM

Take-Off Power 89.4 %RPM

Meteorology



Rel Humidity 47 %

Wind - Speed 7 - 9 Knots


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UNCLASSIFIED smmhohmhhEohhh smmhhmhhEEmhh … · 2014. 9. 27. · B. Problem: The Williams Steel Inc./Cullum-Detuners Ltd. T-9 NSS is a prefabricated, air cooled, demountable, acoustically