Auralization of Air Vehicle Noise for Community Noise Assessment

This paper serves as an introduction to air vehicle noise auralization and documents the current state-of-the-art. Auralization of flyover noise considers the source, path, and receiver as part of a time marching simulation. Two approaches are offered; a time domain approach performs synthesis followed by propagation, while a frequency domain approach performs propagation followed by synthesis. Source noise description methods are offered for isolated and installed propulsion system and airframe noise sources for a wide range of air vehicles. Methods for synthesis of broadband, discrete tones, steady and unsteady periodic, and a periodic sources are presented, and propagation methods and receiver considerations are discussed. Auralizations applied to vehicles ranging from large transport aircraft to small unmanned aerial systems demonstrate current capabilities

Excess noise from gas turbine exhausts

There is evidence to show that the exhaust noise from gas turbines contains components which exceed the jet mixing noise at low jet velocities. This paper describes a theory developed to calculate the acoustic power produced by temperature fluctuations from the combustor entering the turbine. Using the turbine Mach numbers and flow directions at blade mid-height, and taking a typical value for the fluctuation in temperature, it has been possible to predict the acoustic power due to this mechanism for three different engines. In all three cases the agreement with measurements of acoustic power at low jet velocities is very good. Using a measured spectrum of the temperature fluctuation the prediction of the acoustic power spectrum agrees quite well with that measured

Seismic Waves and the Slinky: A Guide For Teachers

This teaching guide is designed to introduce the concepts of waves and seismic waves that propagate within the Earth, and to provide ideas and suggestions for how to teach about seismic waves. The guide provides information on the types and properties of seismic waves and instructions for using some simple materials, especially the slinky, to effectively demonstrate seismic wave characteristics and wave propagation. Most of the activities described in the guide are useful both as demonstrations for the teacher and as exploratory activities for students. Educational levels: High school, Intermediate elementary, Middle school

Seismic Waves and the Slinky: A Guide for Teachers

This teacher's guide is intended to provide suggestions on how to teach about seismic waves. It provides information on the types and properties of seismic waves and instructions for using some simple materials, especially the 'slinky', to demonstrate seismic wave characteristics and wave propagation. These activities can be performed by the students themselves, or as demonstrations by the teacher. Educational levels: Intermediate elementary, Middle school, High school

Acoustic Phased Array Quantification of Quiet Technology Demonstrator 3 Advanced Inlet Liner Noise Component

Acoustic phased array flyover noise measurements were acquired as part of the Boeing 737 MAX-7 NASA Advanced Inlet Liner segment of the Quiet Technology Demonstrator 3 (QTD3) flight test program. This paper reports on the processes used for separating and quantifying the engine inlet, exhaust and airframe noise source components and provides sample phased array-based comparisons of the component noise source levels associated with the inlet liner treatment configurations. Full scale flyover noise testing of NASA advanced inlet liners was conducted as part of the Quiet Technology Demonstrator 3 flight test program in July and August of 2018. Details on the inlet designs and testing are provided in the companion paper of Reference 1. The present paper provides supplemental details relating to the acoustic phased array portion of the analyses provided in Ref. 1. In brief, the test article was a Boeing 737MAX-7 aircraft with a modified right hand (starboard side) engine inlet, which consisted of either a production inlet liner, a NASA designed inlet liner or a simulated hard wall configuration (accomplished by applying speed tape over the inlet acoustic treatment areas). In all three configurations, the engine forward fan case acoustic panel was replaced with a unperforated (hardwall) panel. No other modifications to any other acoustic treatment areas were made. The left hand (port side) engine was a production engine and was flown at idle thrust for all measurements in order to isolate the effects of the inlet liners to the right hand engine. As described in Ref. 1, the NASA inlet treatment consists of laterally cut slots (cut perpendicular to the flow direction) which are designed to reduce excrescence drag while maintaining or exceeding the liner acoustic noise reduction capabilities. The NASA inlet liner consists of a Multi-Degree of Freedom (MDOF) design with two breathable septum layers inserted into each honeycomb cell [1]. The aircraft noise measurements were acquired for both takeoff (flaps 1 setting, gear up) and approach (flaps 30 gear up and gear down) configurations. The inlet and flight test configurations are summarized in Table 1. Table 1: Inlet Treatment and Flight Configurations Inlet Forward Fan Case Aircraft Production Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down NASA Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down Hardwall Hardwall Flaps 1, gear up; flaps 30 gear up; flaps 30 gear down III.Test Description and Hardware The flight testing was conducted at the Grant County airport in Moses Lake, WA, between 27 July and 6 August 2018. The noise measurement instrumentation included 8 flush dish microphones arranged in a noise certification configuration as well as an 840 microphone phased array. The flush dish microphones were used to quantify the levels and differences in levels between the various inlet treatments. The phased array was used to separate and quantify the narrowband (tonal) and broadband noise component levels from the engine inlet/exhaust and from the airframe. Phased array extraction of the broadband component was critical to this study because it allowed for the separation of the inlet component from the total airplane level noise even when it was significantly below the total level. Figure 1 provides an overview of the phased array microphone layout as well as a detailed image of an individual phased array microphone mounted in a plate holder (the microphone sensor is the dot in the center of the plate). The ground plane ensemble array microphones (referred to as ensemble array in this paper) were mounted in plates with flower petal edges designed to minimize edge scattering effects. Fig. 1 Flyover test microphone layout. The phased array configuration was the result of a progressive development of concepts originally implemented in Ref. 2 and refined over the following years, consisting namely of multiple multi-arm logarithmic spiral subarrays designed to cover overlapping frequency ranges and optimized for various aircraft emission angles. For the present case, the signals from all 840 microphones were acquired on a single system. The 840 microphones were parsed into 11 primary subarray sets spanning from smallest to largest aperture size and labeled accordingly as a, b, , k, where a corresponds to the smallest fielded subarray and k corresponds to the largest aperture subarray. The apertures ranged from approximately 10 ft to 427 ft in size (in the flight direction) with the subarrays consisting of between 215 and 312 microphones. Figure 2 shows three such subarrays, k, h and a. As done in Ref. 2, microphones were shared between subarrays in order to reduce total channel count. Fig. 2 Sample subarray sizes (20 from overhead refer to Figure 3a discussion). In addition to the above, each of the 11 primary subarray sets consisted of four subarrays optimized to provide near equivalent array spatial resolution in both the flight and lateral directions within 30 degrees of overhead (i.e., airplane directly above the center of the array), namely, at angles of 0, 10, 20 and 30 degrees relative to overhead where angle is defined as shown in Figure 3a. This allowed for optimized aircraft noise measurements from 60 to 120 degree emission angle.6 An example of this pletharray design is shown in Figure 3b for the k subarray. When the aircraft is at overhead, the microphones indicated by the blue markers are used for beamforming. When the aircraft is at angles 10 degrees from overhead, both the blue and red colored microphones are used, and so on for the 20 and 30 degree aircraft locations. See Ref. 3 for extensive details on pletharray design for aeroacoustic phased array testing. 6 In the discussions that follow, emission angle values are used. These are the angles at the time sound is emitted relative to the engine axis and are calculated based on flight path angle, body aircraft body angle with respect to the relative wind direction, and engine axis angle relative to aircraft body angle

An Online Solution for Localisation, Tracking and Separation of Moving Speech Sources

The problem of separating a time varying number of speech sources in a room is difficult to solve. The challenge lies in estimating the number and the location of these speech sources. Furthermore, the tracked speech sources need to be separated. This thesis proposes a solution which utilises the Random Finite Set approach to estimate the number and location of these speech sources and subsequently separate the speech source mixture via time frequency masking

Chandra and XMM-Newton Observations of the Double Cluster Abell 1758

Abell 1758 was classified as a single rich cluster of galaxies by Abell, but a ROSAT observation showed that this system consists of two distinct clusters (A1758N and A1758S) separated by approximately 8\arcmin (a projected separation of 2 Mpc in the rest frame of the clusters). Only a few galaxy redshifts have been published for these two clusters, but the redshift of the Fe lines in the Chandra and XMM-Newton spectra shows that the recessional velocities of A1758N and A1758S are within 2,100 km s$^{-1}$. Thus, these two clusters most likely form a gravitationally bound system, but our imaging and spectroscopic analyses of the X-ray data do not reveal any sign of interaction between the two clusters. The Chandra and XMM-Newton observations show that A1758N and A1758S are both undergoing major mergers. A1758N is in the late stages of a large impact parameter merger between two 7 keV clusters. The two remnant cores have a projected separation of 800 kpc. Based on the measured pressure jumps preceding the two cores, they are receding from one another at less than 1,600 km s$^{-1}$. The two cores are surrounded by hotter gas ($\mathrm{kT}=9$--12 keV) that was probably shock heated during the early stages of the merger. The gas entropy in the two remnant cores is comparable with the central entropy observed in dynamically relaxed clusters, indicating that the merger-induced shocks stalled as they tried to penetrate the high pressure cores of the two merging systems.Each core also has a wake of low entropy gas indicating that this gas was ram pressure stripped without being strongly shocked (abridged). (A copy of the paper with higher resolution images is available at http://asc.harvard.edu/~lpd/a1758.ps).Comment: paper plus 13 figure