Engine-induced structural-borne noise in a general aviation aircraft

Structural borne interior noise in a single engine general aviation aircraft was studied to determine the importance of engine induced structural borne noise and to determine the necessary modeling requirements for the prediction of structural borne interior noise. Engine attached/detached ground test data show that engine induced structural borne noise is a primary interior noise source for the single engine test aircraft, cabin noise is highly influenced by responses at the propeller tone, and cabin acoustic resonances can influence overall noise levels. Results from structural and acoustic finite element coupled models of the test aircraft show that wall flexibility has a strong influence on fundamental cabin acoustic resonances, the lightweight fuselage structure has a high modal density, and finite element analysis procedures are appropriate for the prediction of structural borne noise

Wavelet-based response spectrum compatible synthesis of accelerograms-Eurocode application (EC8)

An integrated approach for addressing the problem of synthesizing artificial seismic accelerograms compatible with a given displacement design/target spectrum is presented in conjunction with aseismic design applications. Initially, a stochastic dynamics solution is used to obtain a family of simulated non-stationary earthquake records whose response spectrum is on the average in good agreement with the target spectrum. The degree of the agreement depends significantly on the adoption of an appropriate parametric evolutionary power spectral form, which is related to the target spectrum in an approximate manner. The performance of two commonly used spectral forms along with a newly proposed one is assessed with respect to the elastic displacement design spectrum defined by the European code regulations (EC8). Subsequently, the computational versatility of the family of harmonic wavelets is employed to modify iteratively the simulated records to satisfy the compatibility criteria for artificial accelerograms prescribed by EC8. In the process, baseline correction steps, ordinarily taken to ensure that the obtained accelerograms are characterized by physically meaningful velocity and displacement traces, are elucidated. Obviously, the presented approach can be used not only in the case of the EC8, for which extensive numerical results/examples are included, but also for any code provisions mandated by regulatory agencies. In any case, the presented numerical results can be quite useful in any aseismic design process dominated by the EC8 specifications