High Bypass Ratio Jet Noise Reduction and Installation Effects Including Shielding Effectiveness

An experimental investigation was performed to study the propulsion airframe aeroacoustic installation effects of a separate flow jet nozzle with a Hybrid Wing Body aircraft configuration where the engine is installed above the wing. Prior understanding of the jet noise shielding effectiveness was extended to a bypass ratio ten application as a function of nozzle configuration, chevron type, axial spacing, and installation effects from additional airframe components. Chevron types included fan chevrons that are uniform circumferentially around the fan nozzle and T-fan type chevrons that are asymmetrical circumferentially. In isolated testing without a pylon, uniform chevrons compared to T-fan chevrons showed slightly more low frequency reduction offset by more high frequency increase. Phased array localization shows that at this bypass ratio chevrons still move peak jet noise source locations upstream but not to nearly the extent, as a function of frequency, as for lower bypass ratio jets. For baseline nozzles without chevrons, the basic pylon effect has been greatly reduced compared to that seen for lower bypass ratio jets. Compared to Tfan chevrons without a pylon, the combination with a standard pylon results in more high frequency noise increase and an overall higher noise level. Shielded by an airframe surface 2.17 fan diameters from nozzle to airframe trailing edge, the T-fan chevron nozzle can produce reductions in jet noise of as much as 8 dB at high frequencies and upstream angles. Noise reduction from shielding decreases with decreasing frequency and with increasing angle from the jet inlet. Beyond an angle of 130 degrees there is almost no noise reduction from shielding. Increasing chevron immersion more than what is already an aggressive design is not advantageous for noise reduction. The addition of airframe control surfaces, including vertical stabilizers and elevon deflection, showed only a small overall impact. Based on the test results, the best overall nozzle configuration design was selected for application to the N2A Hybrid Wing Body concept that will be the subject of the NASA Langley 14 by 22 Foot Subsonic Tunnel high fidelity aeroacoustic characterization experiment. The best overall nozzle selected includes T-fan type chevrons, uniform chevrons on the core nozzle, and no additional pylon of the type that created a strong acoustic effect at lower bypass ratios. The T-fan chevrons are oriented azimuthally away from the ground observer locations. This best overall nozzle compared to the baseline nozzle was assessed, at equal thrust, to produce sufficient installed noise reduction of the jet noise component to enable the N2A HWB to meet NASA s noise goal of 42 dB cumulative below Stage 4

Propulsion Airframe Aeroacoustic Integration Effects for a Hybrid Wing Body Aircraft Configuration

An extensive experimental investigation was performed to study the propulsion airframe aeroacoustic effects of a high bypass ratio engine for a hybrid wing body aircraft configuration where the engine is installed above the wing. The objective was to provide an understanding of the jet noise shielding effectiveness as a function of engine gas condition and location as well as nozzle configuration. A 4.7% scale nozzle of a bypass ratio seven engine was run at characteristic cycle points under static and forward flight conditions. The effect of the pylon and its orientation on jet noise was also studied as a function of bypass ratio and cycle condition. The addition of a pylon yielded significant spectral changes lowering jet noise by up to 4dB at high polar angles and increasing it by 2 to 3dB at forward angles. In order to assess jet noise shielding, a planform representation of the airframe model, also at 4.7% scale was traversed relative to the jet nozzle from downstream to several diameters upstream of the wing trailing edge. Installations at two fan diameters upstream of the wing trailing edge provided only limited shielding in the forward arc at high frequencies for both the axisymmetric and a conventional round nozzle with pylon. This was consistent with phased array measurements suggesting that the high frequency sources are predominantly located near the nozzle exit and, consequently, are amenable to shielding. The mid to low frequencies sources were observed further downstream and shielding was insignificant. Chevrons were designed and used to impact the distribution of sources with the more aggressive design showing a significant upstream migration of the sources in the mid frequency range. Furthermore, the chevrons reduced the low frequency source levels and the typical high frequency increase due to the application of chevron nozzles was successfully shielded. The pylon was further modified with a technology that injects air through the shelf of the pylon which was effective in reducing low frequency noise and moving jet noise sources closer to the nozzle exit. In general, shielding effectiveness varied as a function of cycle condition with the cutback condition producing higher shielding compared to sideline power. The configuration with a more strongly immersed chevron and a pylon oriented opposite to the microphones produced the largest reduction in jet noise. In addition to the jet noise source, the shielding of a broadband point noise source was documented with up to 20 dB of noise reduction at directivity angles directly under the shielding surface

Open Rotor Noise Shielding by Blended-Wing-Body Aircraft

This paper presents an analysis of open rotor noise shielding by Blended Wing Body (BWB) aircraft by using model scale test data acquired in the Boeing Low Speed Aeroacoustic Facility (LSAF) with a legacy F7/A7 rotor model and a simplified BWB platform. The objective of the analysis is the understanding of the shielding features of the BWB and the method of application of the shielding data for noise studies of BWB aircraft with open rotor propulsion. By studying the directivity patterns of individual tones, it is shown that though the tonal energy distribution and the spectral content of the wind tunnel test model, and thus its total noise, may differ from those of more advanced rotor designs, the individual tones follow directivity patterns that characterize far field radiations of modern open rotors, ensuring the validity of the use of this shielding data. Thus, open rotor tonal noise shielding should be categorized into front rotor tones, aft rotor tones and interaction tones, not only because of the different directivities of the three groups of tones, but also due to the differences in their source locations and coherence features, which make the respective shielding characteristics of the three groups of tones distinctly different from each other. To reveal the parametric trends of the BWB shielding effects, results are presented with variations in frequency, far field emission angle, rotor operational condition, engine installation geometry, and local airframe features. These results prepare the way for the development of parametric models for the shielding effects in prediction tools

Propulsion Airframe Aeroacoustic Integration Effects for a Hybrid Wing Body Aircraft Configuration

An extensive experimental investigation was performed to study the propulsion airframe aeroacoustic effects of a high bypass ratio engine for a hybrid wing body aircraft configuration where the engine is installed above the wing. The objective was to provide an understanding of the jet noise shielding effectiveness as a function of engine gas condition and location as well as nozzle configuration. A 4.7% scale nozzle of a bypass ratio seven engine was run at characteristic cycle points under static and forward flight conditions. The effect of the pylon and its orientation on jet noise was also studied as a function of bypass ratio and cycle condition. The addition of a pylon yielded significant spectral changes lowering jet noise by up to 4 dB at high polar angles and increasing it by 2 to 3 dB at forward angles. In order to assess jet noise shielding, a planform representation of the airframe model, also at 4.7% scale was traversed such that the jet nozzle was positioned from downstream of to several diameters upstream of the airframe model trailing edge. Installations at two fan diameters upstream of the wing trailing edge provided only limited shielding in the forward arc at high frequencies for both the axisymmetric and a conventional round nozzle with pylon. This was consistent with phased array measurements suggesting that the high frequency sources are predominantly located near the nozzle exit and, consequently, are amenable to shielding. The mid to low frequency sources were observed further downstream and shielding was insignificant. Chevrons were designed and used to impact the distribution of sources with the more aggressive design showing a significant upstream migration of the sources in the mid frequency range. Furthermore, the chevrons reduced the low frequency source levels and the typical high frequency increase due to the application of chevron nozzles was successfully shielded. The pylon was further modified with a technology that injects air through the shelf of the pylon which was effective in reducing low frequency noise and moving jet noise sources closer to the nozzle exit. In general, shielding effectiveness varied as a function of cycle condition with the cutback condition producing higher shielding compared to sideline power. The configuration with a more strongly immersed chevron and a pylon oriented opposite to the microphones produced the largest reduction in jet noise. In addition to the jet noise source, the shielding of a broadband point noise source was documented with up to 20 dB of noise reduction at directivity angles directly under the shielding surface

Aircraft Engine Exhaust Nozzle System for Jet Noise Reduction

The aircraft exhaust engine nozzle system includes a fan nozzle to receive a fan flow from a fan disposed adjacent to an engine disposed above an airframe surface of the aircraft, a core nozzle disposed within the fan nozzle and receiving an engine core flow, and a pylon structure connected to the core nozzle and structurally attached with the airframe surface to secure the engine to the aircraft

Active Aircraft Pylon Noise Control System

An active pylon noise control system for an aircraft includes a pylon structure connecting an engine system with an airframe surface of the aircraft and having at least one aperture to supply a gas or fluid therethrough, an intake portion attached to the pylon structure to intake a gas or fluid, a regulator connected with the intake portion via a plurality of pipes, to regulate a pressure of the gas or fluid, a plenum chamber formed within the pylon structure and connected with the regulator, and configured to receive the gas or fluid as regulated by the regulator, and a plurality of injectors in communication with the plenum chamber to actively inject the gas or fluid through the plurality of apertures of the pylon structure

Adipocyte lipid synthesis coupled to neuronal control of thermogenic programming

BACKGROUND: The de novo biosynthesis of fatty acids (DNL) through fatty acid synthase (FASN) in adipocytes is exquisitely regulated by nutrients, hormones, fasting, and obesity in mice and humans. However, the functions of DNL in adipocyte biology and in the regulation of systemic glucose homeostasis are not fully understood. METHODS and RESULTS: Here we show adipocyte DNL controls crosstalk to localized sympathetic neurons that mediate expansion of beige/brite adipocytes within inguinal white adipose tissue (iWAT). Induced deletion of FASN in white and brown adipocytes of mature mice (iAdFASNKO mice) enhanced glucose tolerance, UCP1 expression, and cAMP signaling in iWAT. Consistent with induction of adipose sympathetic nerve activity, iAdFASNKO mice displayed markedly increased neuronal tyrosine hydroxylase (TH) and neuropeptide Y (NPY) content in iWAT. In contrast, brown adipose tissue (BAT) of iAdFASNKO mice showed no increase in TH or NPY, nor did FASN deletion selectively in brown adipocytes (UCP1-FASNKO mice) cause these effects in iWAT. CONCLUSIONS: These results demonstrate that downregulation of fatty acid synthesis via FASN depletion in white adipocytes of mature mice can stimulate neuronal signaling to control thermogenic programming in iWAT

Identification of Map4k4 as a novel suppressor of skeletal muscle differentiation

Myoblast differentiation into mature myotubes is a critical step in the development and repair of human skeletal muscle. Here we show that small interfering RNA (siRNA)-based silencing of the Ste20-like mitogen-activated protein 4 kinase 4 (Map4k4) in C2C12 myoblasts markedly enhances expression of myogenic differentiation genes, myoblast fusion, and myotube diameter. In contrast, adenovirus-mediated expression of native Map4k4 in C2C12 cells attenuates each of these processes, indicating that Map4k4 is a negative regulator of myogenic differentiation and hypertrophy. Expression of a Map4k4 kinase-inactive mutant enhances myotube formation, suggesting that the kinase activity of Map4k4 is essential for its inhibition of muscle differentiation. Map4k4 regulation of myogenesis is unlikely to be mediated by classic mitogen-activated protein kinase (MAPK) signaling pathways, because no significant difference in phosphorylation of extracellular signal-regulated kinase (ERK), p38, or c-Jun N-terminal kinase (JNK) is observed in Map4k4-silenced cells. Furthermore, silencing of these other MAPKs does not result in a hypertrophic myotube phenotype like that seen with Map4k4 depletion. Uniquely, Map4k4 silencing upregulates the expression of the myogenic regulatory factor Myf5, whose depletion inhibits myogenesis. Furthermore, Myf5 is required for enhancement of myotube formation in Map4k4-silenced cells, while Myf5 overexpression rescues Map4k4-mediated inhibition of myogenic differentiation. These results demonstrate that Map4k4 is a novel suppressor of skeletal muscle differentiation, acting through a Myf5-dependent mechanism

Endothelial Mitogen-Activated Protein Kinase Kinase Kinase Kinase 4 Is Critical for Lymphatic Vascular Development and Function

The molecular mechanisms underlying lymphatic vascular development and function are not well understood. Recent studies have suggested a role for endothelial cell (EC) mitogen-activated protein kinase kinase kinase kinase 4 (Map4k4) in developmental angiogenesis and atherosclerosis. Here, we show that constitutive loss of EC Map4k4 in mice causes postnatal lethality due to chylothorax, suggesting that Map4k4 is required for normal lymphatic vascular function. Mice constitutively lacking EC Map4k4 displayed dilated lymphatic capillaries, insufficient lymphatic valves, and impaired lymphatic flow; furthermore, primary ECs derived from these animals displayed enhanced proliferation compared with controls. Yeast 2-hybrid analyses identified the Ras GTPase-activating protein Rasa1, a known regulator of lymphatic development and lymphatic endothelial cell fate, as a direct interacting partner for Map4k4. Map4k4 silencing in ECs enhanced basal Ras and extracellular signal-regulated kinase (Erk) activities, and primary ECs lacking Map4k4 displayed enhanced lymphatic EC marker expression. Taken together, these results reveal that EC Map4k4 is critical for lymphatic vascular development by regulating EC quiescence and lymphatic EC fate

Bubble collisions and measures of the multiverse

To compute the spectrum of bubble collisions seen by an observer in an eternally-inflating multiverse, one must choose a measure over the diverging spacetime volume, including choosing an "initial" hypersurface below which there are no bubble nucleations. Previous calculations focused on the case where the initial hypersurface is pushed arbitrarily deep into the past. Interestingly, the observed spectrum depends on the orientation of the initial hypersurface, however one's ability observe the effect rapidly decreases with the ratio of inflationary Hubble rates inside and outside one's bubble. We investigate whether this conclusion might be avoided under more general circumstances, in particular placing the observer's bubble near the initial hypersurface. We find that it is not. As a point of reference, a substantial appendix reviews relevant aspects of the measure problem of eternal inflation.Comment: 24 pages, two figures, plus 16-page appendix with one figure; v2: minor improvements and clarifications, conclusions unchanged (version to appear in JCAP