Window acoustic study for advanced turboprop aircraft

An acoustic analysis was performed to establish window designs for advanced turboprop powered aircraft. The window transmission loss requirements were based on A-weighted interior noise goals of 80 and 75 dBA. The analytical results showed that a triple pane window consisting of two glass outer panes and an inner pane of acrylic would provide the required transmission loss and meet the sidewall space limits. Two window test articles were fabricated for laboratory evaluation and verification of the predicted transmission loss. Procedures for performing laboratory tests are presented

Sonic environment of aircraft structure immersed in a supersonic jet flow stream

Test methods for determining the sonic environment of aircraft structure that is immersed in the flow stream of a high velocity jet or that is subjected to the noise field surrounding the jet, were investigated. Sonic environment test data measured on a SCAT 15-F model in the flow field of Mach 1.5 and 2.5 jets were processed. Narrow band, lateral cross correlation and noise contour plots are presented. Data acquisition and reduction methods are depicted. A computer program for scaling the model data is given that accounts for model size, jet velocity, transducer size, and jet density. Comparisons of scaled model data and full size aircraft data are made for the L-1011, S-3A, and a V/STOL lower surface blowing concept. Sonic environment predictions are made for an engine-over-the-wing SST configuration

Analytical study of interior noise control by fuselage design techniques on high-speed, propeller-driven aircraft

The acoustical treatment mass penalties required to achieve an interior noise level of 80 dBA for high speed, fuel efficient propfan-powered aircraft are determined. The prediction method used is based on theory developed for the outer shell dynamics, and a modified approach for add-on noise control element performance. The present synthesis of these methods is supported by experimental data. Three different sized aircraft are studied, including a widebody, a narrowbody and a business sized aircraft. Noise control penalties are calculated for each aircraft for two kinds of noise control designs: add-on designs, where the outer wall structure cannot be changed, and advanced designs where the outer wall stiffness level and the materials usage can be altered. For the add-on designs, the mass penalties range from 1.7 to 2.4 percent of the takeoff gross weight (TOGW) of the various aircraft, similar to preliminary estimates. Results for advanced designs show significant reductions of the mass penalties. For the advanced aluminum designs the penalties are 1.5% of TOGW, and for an all composite aircraft the penalties range from 0.74 to 1.4% of TOGW

Development and testing of cabin sidewall acoustic resonators for the reduction of cabin tone levels in propfan-powered aircraft

The use of Helmholtz resonators to increase the sidewall transmission loss (TL) in aircraft cabin sidewalls is evaluated. Development, construction, and test of an aircraft cabin acoustic enclosure, built in support of the Propfan Test Assessment (PTA) program, is described. Laboratory and flight test results are discussed. Resonators (448) were located between the enclosure trim panels and the fuselage shell. In addition, 152 resonators were placed between the enclosure and aircraft floors. The 600 resonators were each tuned to a propfan fundamental blade passage frequency (235 Hz). After flight testing on the PTA aircraft, noise reduction (NR) tests were performed with the enclosure in the Kelly Johnson Research and Development Center Acoustics Laboratory. Broadband and tonal excitations were used in the laboratory. Tonal excitation simulated the propfan flight test excitation. The resonators increase the NR of the cabin walls around the resonance frequency of the resonator array. Increases in NR of up to 11 dB were measured. The effects of flanking, sidewall absorption, cabin absorption, resonator loading of trim panels, and panel vibrations are presented. Resonator and sidewall panel design and test are discussed

Transport composite fuselage technology: Impact dynamics and acoustic transmission

A program was performed to develop and demonstrate the impact dynamics and acoustic transmission technology for a composite fuselage which meets the design requirements of a 1990 large transport aircraft without substantial weight and cost penalties. The program developed the analytical methodology for the prediction of acoustic transmission behavior of advanced composite stiffened shell structures. The methodology predicted that the interior noise level in a composite fuselage due to turbulent boundary layer will be less than in a comparable aluminum fuselage. The verification of these analyses will be performed by NASA Langley Research Center using a composite fuselage shell fabricated by filament winding. The program also developed analytical methodology for the prediction of the impact dynamics behavior of lower fuselage structure constructed with composite materials. Development tests were performed to demonstrate that the composite structure designed to the same operating load requirement can have at least the same energy absorption capability as aluminum structure

The impact of bisphosphonates on the osteoblast proliferation and Collagen gene expression in vitro

<p>Abstract</p> <p>Background</p> <p>Bisphosphonates are widely used in the clinical treatment of bone diseases with increased bone resorption. In terms of side effects, they are known to be associated with osteonecrosis of the jaw (BONJ).</p> <p>The objective of this study was to evaluate the effect of bisphosphonates on osteoblast proliferation by cell count and gene expression analysis of cyclin D1 <it>in vitro</it>. Furthermore, the gene expression of the extracellular matrix protein collagen type I was evaluated. Nitrogen-containing and non-nitrogen-containing bisphosphonates have been compared on gene expression levels.</p> <p>Methods</p> <p>Human osteoblast obtained from hip bone were stimulated with zoledronate, ibandronate and clodronate at concentrations of 5 × 10^-5M over the experimental periods of 1, 2, 5, 10 and 14 days. At each point in time, the cells were dissolved, the mRNA extracted, and the gene expression level of cyclin D1 and collagen type I were quantified by Real-Time RT-PCR. The gene expression was compared to an unstimulated osteoblast cell culture for control.</p> <p>Results</p> <p>The proliferation appeared to have been influenced only to a small degree by bisphosphonates. Zolendronate led to a lower cyclin D1 gene expression after 10 days. The collagen gene expression was enhanced by nitrogen containing bisphosphonates, decreased however after day 10. The non-nitrogen-containing bisphosphonate clodronate, however, did not significantly influence cyclin D1 and collagen gene expression.</p> <p>Conclusions</p> <p>The above data suggest a limited influence of bisphosphonates on osteoblast proliferation, except for zoledronate. The extracellular matrix production seems to be initially advanced and inhibited after 10 days. Interestingly, clodronate has little influence on osteoblast proliferation and extracellular matrix production in terms of cyclin D1 and collagen gene expression.</p

Efficacy of Synaptic Inhibition Depends on Multiple, Dynamically Interacting Mechanisms Implicated in Chloride Homeostasis

Chloride homeostasis is a critical determinant of the strength and robustness of inhibition mediated by GABAA receptors (GABAARs). The impact of changes in steady state Cl− gradient is relatively straightforward to understand, but how dynamic interplay between Cl− influx, diffusion, extrusion and interaction with other ion species affects synaptic signaling remains uncertain. Here we used electrodiffusion modeling to investigate the nonlinear interactions between these processes. Results demonstrate that diffusion is crucial for redistributing intracellular Cl− load on a fast time scale, whereas Cl−extrusion controls steady state levels. Interaction between diffusion and extrusion can result in a somato-dendritic Cl− gradient even when KCC2 is distributed uniformly across the cell. Reducing KCC2 activity led to decreased efficacy of GABAAR-mediated inhibition, but increasing GABAAR input failed to fully compensate for this form of disinhibition because of activity-dependent accumulation of Cl−. Furthermore, if spiking persisted despite the presence of GABAAR input, Cl− accumulation became accelerated because of the large Cl− driving force that occurs during spikes. The resulting positive feedback loop caused catastrophic failure of inhibition. Simulations also revealed other feedback loops, such as competition between Cl− and pH regulation. Several model predictions were tested and confirmed by [Cl−]i imaging experiments. Our study has thus uncovered how Cl− regulation depends on a multiplicity of dynamically interacting mechanisms. Furthermore, the model revealed that enhancing KCC2 activity beyond normal levels did not negatively impact firing frequency or cause overt extracellular K− accumulation, demonstrating that enhancing KCC2 activity is a valid strategy for therapeutic intervention

Interior Noise Control By Fuselage Design For High-speed Propeller-Driven Aircraft

An analytic study was performed to define the acoustical treatment weight penalties that are required to provide an interior noise level of 80 dBA in propfan-powered aircraft at Mach 0.8 cruise. The prediction method, described in a companion paper, combines Koval\u27s theory for cylindrical shell noise transmission loss (TL) with Beranek and Work\u27s method for multilayered acoustic treatment analyses. Three fuselage diameters are studied which represent commuter, narrow-body, and wide-body aircraft. The calculated acoustic treatment weight penalties range from 1.7 to 2.4% of aircraft takeoff gross weight (TOGW) for add-on designs. Advanced noise reduction designs, those which permit structural modifications, reduce the acoustic treatment weight penalties to 1.5% TOGW for aluminum aircraft and from 0.74 to 1.4% TOGW for composite fuselage construction. The wide-body results agree with the weight penalty estimates of an earlier turboprop aircraft study. © 1982 American Institute of Aeronautics and Astronautics, Inc., All rights reserved