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

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

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

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

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

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

In situ measurements of HCN and CH3CN over the Pacific Ocean: Sources, sinks, and budgets

We report the first in situ measurements of hydrogen cyanide (HCN) and methyl cyanide (CH3CN, acetonitrile) from the Pacific troposphere (0-12 km) obtained during the NASA Transport and Chemical Evolution over the Pacific (TRACE-P) airborne mission (February-April 2001). Mean HCN and CH3CN mixing ratios of 243 ± 118 (median 218) ppt and 149 ± 56 (median 138) ppt, respectively, were measured. These in situ observations correspond to a mean tropospheric HCN column of 4.2 × 1015 molecules cm-2 and a CH3CN column of 2.5 × 1015 molecules cm-2. This is in good agreement with the 0-12 km HCN column of 4.4 (±0.6) × 1015 molecules cm-2 derived from infrared solar spectroscopic observations over Japan. Mixing ratios of HCN and CH3CN were greatly enhanced in pollution outflow from Asia and were well correlated with each other as well as with known tracers of biomass combustion (e.g., CH3Cl, CO). Volumetric enhancement (or emission) ratios (ERs) relative to CO in free tropospheric plumes, likely originating from fires, were 0.34% for HCN and 0.17% for CH3CN. ERs with respect to CH3Cl and CO in selected biomass burning (BB) plumes in the free troposphere and in boundary layer pollution episodes are used to estimate a global BB source of 0.8 ± 0.4 Tg (N) yr-1 for HCN and 0.4 ± 0.1 Tg (N) yr-1 for CH3CN. In comparison, emissions from industry and fossil fuel combustion are quite small (<0.05 Tg (N) yr-1). The vertical structure of HCN and CH3CN indicated reduced mixing ratios in the marine boundary layer (MBL). Using a simple box model, the observed gradients across the top of the MBL are used to derive an oceanic loss rate of 8.8 × 10-15 g (N) cm-2 s-1 for HCN and 3.4 × 10-15 g (N) cm-2 s-1 for CH3CN. An air-sea exchange model is used to conclude that this flux can be maintained if the oceans are undersaturated in HCN and CH3CN by 27% and 6%, respectively. These observations also correspond to an open ocean mean deposition velocity (vd) of 0.12 cm s-1 for HCN and 0.06 cm s-1 for CH3CN. It is inferred that oceanic loss is a dominant sink for these cyanides and that they deposit some 1.4 Tg (N) of nitrogen annually to the oceans. Assuming loss to the oceans and reaction with OH radicals as the major removal processes, a mean atmospheric residence time of 5.0 months for HCN and 6.6 months for CH3CN is calculated. A global budget analysis shows that the sources and sinks of HCN and CH3CN are roughly in balance but large uncertainties remain in part due to a lack of observational data from the atmosphere and the oceans. Pathways leading to the oceanic (and soil) degradation of these cyanides are poorly known but are expected to be biological in nature

Quantum geometry and gravitational entropy

Most quantum states have wavefunctions that are widely spread over the accessible Hilbert space and hence do not have a good description in terms of a single classical geometry. In order to understand when geometric descriptions are possible, we exploit the AdS/CFT correspondence in the half-BPS sector of asymptotically AdS_5 x S^5 universes. In this sector we devise a "coarse-grained metric operator" whose eigenstates are well described by a single spacetime topology and geometry. We show that such half-BPS universes have a non-vanishing entropy if and only if the metric is singular, and that the entropy arises from coarse-graining the geometry. Finally, we use our entropy formula to find the most entropic spacetimes with fixed asymptotic moments beyond the global charges.Comment: 29 pages, 2 figures; references adde

Analysis of the atmospheric distribution, sources, and sinks of oxygenated volatile organic chemicals based on measurements over the Pacific during TRACE-P

Airborne measurements of a large number of oxygenated volatile organic chemicals (OVOC) were carried out in the Pacific troposphere (0.1 - 12 km) in winter/spring of 2001 (24 February to 10 April). Specifically, these measurements included acetone (CH3COCHA3), methylethyl ketone (CH3COC2H5, MEK), methanol (CH3OH), ethanol (C2H5OH), acetaldehyde (CH3CHO), propionaldehyde C2H 5CHO), peroxyacylnitrates (PANs) (CnH 2n+1COO2NO2), and organic nitrates (CnH2n+1ONO2). Complementary measurements of formaldehyde (HCHO), methyl hydroperoxide (CH 3OOH), and selected tracers were also available. OVOC were abundant in the clean troposphere and were greatly enhanced in the outflow regions from Asia. Background mixing ratios were typically highest in the lower troposphere and declined toward the upper troposphere and the lowermost stratosphere. Their total abundance (ΣOVOC) was nearly twice that of nonmethane hydrocarbons (Σ C2-C8 NMHC. Throughout the troposphere, the OH reactivity of OVOC is comparable to that of methane and far exceeds that of NMHC. A comparison of these data with western Pacific observations collected some 7 years earlier (February-March 1994) did not reveal significant differences. Mixing ratios of OVOC were strongly correlated with each other as well as with tracers of fossil and biomass/biofuel combustion. Analysis of the relative enhancement of selected OVOC with respect to CH 3Cl and CO in 12 plumes originating from fires and sampled in the free troposphere (3-11 km) is used to assess their primary and secondary emissions from biomass combustion. The composition of these plumes also indicates a large shift of reactive nitrogen into the PAN reservoir thereby limiting ozone formation. A three-dimensional global model that uses state of the art chemistry and source information is used to compare measured and simulated mixing ratios of selected OVOC. While there is reasonable agreement in many cases, measured aldehyde concentrations are significantly larger than predicted. At their observed levels, acetaldehyde mixing ratios are shown to be an important source of HCHO (and HOx) and PAN in the troposphere. On the basis of presently known chemistry, measured mixing ratios of aldehydes and PANs are mutually incompatible. We provide rough estimates of the global sources of several OVOC and conclude that collectively these are extremely large (150-500 Tg C yr-1) but remain poorly quantified. Copyright 2004 by the American Geophysical Union