Application of magnitude estimation scaling to the assessment of subjective loudness response to simulated sonic booms

A laboratory study was conducted for the following reasons: (1) to investigate the application of magnitude estimation scaling for evaluating the subjective loudness of sonic booms; and (2) to compare the relative merits of magnitude estimation and numerical category scaling for sonic boom loudness evaluation. The study was conducted in the NASA LeRC's sonic boom simulator and used a total of 80 test subjects (48 for magnitude estimation and 32 for numerical category scaling). Results demonstrated that magnitude estimation was a practical and effective method for quantifying subjective loudness of sonic booms. When using magnitude estimation, the subjects made valid and consistent ratio judgments of sonic boom loudness irrespective of the frequency of presentation of the standard stimulus. Presentation of the standard as every fourth stimulus was preferred by the subjects and is recommended as the standard presentation frequency to be used in future tests

Effect of low-frequency tones and turbulent-boundary-layer noise on annoyance

A laboratory study was conducted to examine annoyance to combinations of low-frequency tones and turbulent-boundary-layer noise. A total of 240 sounds, containing tones in the range from 80 to 315 Hz, were rated by 108 test subjects in an anechoic chamber. The results indicated that tone penalties (defines as the failure of a noise metric to account for the presence of pure tones) are highly dependent on the choice of noise metric. A-weighted sound pressure level underpredicted annoyance by as much as the equivalent of 5 db and unweighted sound pressure level overpredicted by as much as the equivalent of db. Tone penalties were observed to be dependent on the shape of the turbulent boundary-layer noise spectrum

Discomfort criteria for single-axis vibrations

Experimental investigations were conducted to determine the fundamental relationships governing human subjective discomfort response to single-axis vibrations. The axes investigated were vertical, lateral, longitudinal, roll, and pitch, and the vibrations used were both sinusoidal and random in nature. Results of these investigations provided the basis for: (1) development of a scale of passenger discomfort that is common to all axes of vibration; and (2) generation of discomfort criteria for each axis of each axis and for both types of vibration. Furthermore, empirical equations describing discomfort responses within each axis of vibration are included

Evaluation of ride quality prediction methods for helicopter interior noise and vibration environments

The results of a simulator study conducted to compare and validate various ride quality prediction methods for use in assessing passenger/crew ride comfort within helicopters are presented. Included are results quantifying 35 helicopter pilots discomfort responses to helicopter interior noise and vibration typical of routine flights, assessment of various ride quality metrics including the NASA ride comfort model, and examination of possible criteria approaches. Results of the study indicated that crew discomfort results from a complex interaction between vibration and interior noise. Overall measures such as weighted or unweighted root-mean-square acceleration level and A-weighted noise level were not good predictors of discomfort. Accurate prediction required a metric incorporating the interactive effects of both noise and vibration. The best metric for predicting crew comfort to the combined noise and vibration environment was the NASA discomfort index

Ride quality meter

A ride quality meter is disclosed that automatically transforms vibration and noise measurements into a single number index of passenger discomfort. The noise measurements are converted into a noise discomfort value. The vibrations are converted into single axis discomfort values which are then converted into a combined axis discomfort value. The combined axis discomfort value is corrected for time duration and then summed with the noise discomfort value to obtain a total discomfort value

An evaluation of helicopter noise and vibration ride qualities criteria

Two methods of quantifying helicopter ride quality; absorbed power for vibration only and the NASA ride comfort model for both noise and vibration are discussed. Noise and vibration measurements were obtained on five operational US Army helicopters. The data were converted to both absorbed power and DISC's (discomfort units used in the NASA model) for specific helicopter flight conditions. Both models indicate considerable variation in ride quality between the five helicopters and between flight conditions within each helicopter

Effect of helicopter noise on passenger annoyance

The effects of helicopter interior noise on passenger annoyance for both reverie and listening situations was investigated. The relative effectiveness of several metrics for quantifying annoyance response for these situations was also studied. The noise stimuli were based upon recordings of the interior noise of civil helicopter research aircraft. These noises were presented at levels ranging from approximately 70 to 86 d with various tonal components selectively attenuated to give a range of spectra. The listening task required the subjects to listen to and record phonetically-balanced words presented within the various noise environments. Results indicate that annoyance during a listening condition is generally higher than annoyance under a reverie condition for corresponding interior noise environments. Attenuation of the tonal components results in increases in listening performance but has only a small effect upon annoyance for a given noise level

Effect of vibration duration on human discomfort

The duration effects of random vertical vibration on passenger discomfort were studied in a simulated section of an aircraft cabin configured to seat six persons in tourist-class style. Variables of the study included time of exposure (0.25 min to 60 min) and the rms amplitude of vibration (0.025g to 0.100g). The vibrations had a white noise spectrum with a bandwidth of 10 Hz centered at 5 Hz. Data indicate that the discomfort threshold occurred at an rms vertical acceleration level of 0.027g for all durations of vibration. However, for acceleration levels that exceeded the discomfort threshold, a systematic decrease in discomfort occurred as a function of increasing duration of vibration. For the range of accelerations used, the magnitude of the discomfort decrement was shown to be independent of acceleration level. The results suggest that discomfort from vertical vibration applied in the frequency range at which humans are most sensitive decreases with longer exposure, which is the opposite of the recommendation of the International Standard ISO 2631-1974 (E) Guide for the Evaluation of Human Exposure to Whole-Body Vibration

Aerial Surveys for Cetaceans in the Former Akutan, Alaska, Whaling Grounds

Randomized aerial surveys were flown between 26 July and 26 August 1984 to search for cetaceans in two areas of southwestern Alaska: one on both Bering Sea and Pacific Ocean sides of the Aleutian Islands near the defunct Akutan shore-whaling station, which operated from 1912 through 1938, the other overlapping continental slope and shallow continental shelf waters between the Aleutians and the Pribilof Islands. ... Searches covered about 3940 nautical miles (nm), including some 2403 nm of random transects. Sightings were made of gray whales (10 sightings, 14 individuals), fin whales (3, 11), minke whales (1, 1), unidentified beaked whales (1, 6), Dall's porpoises (47, 131), killer whales (8, 26), and harbor porpoises (4, 7). A Fourier series model was used to estimate density of Dall's porpoises as 115 individuals (CV=0.263) per 1000 sq nm on the whaling grounds and 16.6 individuals (CV=0.0) per sq nm in the Bering Sea north of the whaling grounds. These estimates are comparable to those previously reported for the same general areas (97.2 animals per 1000 sq nm, SD=49.5). There were too few sightings of other cetaceans to permit calculation of meaningful density estimates. At least four species of great whales (blue, fin, humpback and sperm) were sufficiently abundant during the first four decades of this century to support significant whaling activities within about 100 sq nm of Akutan (more than 5300 whales were caught during 23 years of whaling, 1912-39). Although previous studies of the fisheries showed a downward trend in catch per unit of effort and an increase in distance traveled to take whales, whales were still being taken at relatively high rates (0.28-0.51 whales per gross catcher day) at the end of the fishery in 1939. Populations of fin, humpback, blue and sperm whales were probably significantly reduced by shore and pelagic whaling conducted widely in the North Pacific since 1939. ...Key words: aerial surveys, cetaceans, Bering Sea, North Pacific Ocean, historical whaling Des relevés aériens ont été effectués au hasard entre le 26 juillet et le 26 août 1984, afin de déterminer la présence de cétacés dans deux régions du Sud-Ouest de l'Alaska : l'une située des deux côtés des îles Aléoutiennes (du côté de la mer de Béring et du côté de l'océan Pacifique), près de ce qui fut jadis le port baleinier d'Akukan qui resta en opération de 1912 à 1939; l'autre couvrant à la fois les eaux du talus continental et celles, peu profondes, de la plate-forme continentale, entre les îles Aléoutiennes et les îles Pribilof. Les relevés furent effectuées à des altitudes comprises entre 150 et 245 m, d'un appareil d'observation Partenavia P68, muni d'un nez de plexiglas, permettant de voir dans l'axe de déplacement. Les recherches ont été effectuées sur environ 3940 milles nautiques (mn), y compris 2403 mn de recoupements au hasard. One a relevé la présence de baleines grises (10 relevés, 14 individus), de rorquals communs (3, 11), de petits rorquals (1, 1), de baleines à bec non identifiées (1, 6), de marsouins de Dall (47, 131), d'épaulards (8, 26) et de marsouins communs. On a utilisé un modèle en séries de Fourier pour déterminer approximativement la densité de marsouins de Dall à 115 individus (CV = 0.263) aux 1000 mn² dans les zones de pêche à la baleine, et à 16.6 individus (CV = 0.0) aux 1000 mn² dans la mer de Béring au nord des zones de pêche. Ces évaluations sont comparables à celles rapportées précédemment pour ces mêmes zones en général (97.2 animaux aux 1000 mn², DS = 49.5). Trop peu d'autres cétacés ont été aperçus pour justifier le calcul des densités approximatives. Durant les quarante premières années de ce siècle, il y avait au moins quatre espèces de grandes baleines (rorquals bleus, rorquals communs, rorquals à bosse et cachalots) en quantité suffisante pour alimenter une industrie baleinière dans un rayon d'environ 100 mn d'Akutan. (Plus de 5300 baleines furent pêchées durant les 23 années que dura la pêche à la baleine, de 1912 à 1939). Bien que des études précédentes sur la pêche aient montré une tendance à la baisse du nombre de prises par rapport au nombre d'unités d'effort et une augmentation de la distance à parcourir pour capturer les baleines, celles-ci étaient capturées à un taux relativement élevé (de 0.28 à 0.51 baleine par unité d'effort brute par jour) à la fin de la pêche en 1939. Les populations de rorquals communs, de rorquals à bosse, de rorquals bleus et de cachalots ont probablement été réduites de façon significative par le pêche côtière et la pêche pélagique, qui ont été pratiquées à grande échelle dans le Pacifique Nord depuis 1939. Le petit nombre de cétacés aperçus durant les présents relevés porte à croire que les populations dans les zones de pêche et dans leur vicinité, restent peu élevées en raison de ces activités. Mots clés : relevé aérien, cétacés, mer de Béring, Pacifique Nord, ancienne pêche à la balein

An experimental study for determining human discomfort response to roll vibration

An experimental study using a passenger ride quality apparatus (PRQA) was conducted to determine the subjective reactions of passengers to roll vibrations. The data obtained illustrate the effect upon human comfort of several roll-vibration parameters: namely, roll acceleration level, roll frequency, and seat location (i.e., distance from axis of rotation). Results of an analysis of variance indicated that seat location had no effect on discomfort ratings of roll vibrations. The effect of roll acceleration level was significant, and discomfort ratings increased markedly with increasing roll acceleration level at all roll frequencies investigated. Of particular interest, is the fact that the relationship between discomfort ratings and roll acceleration level was linear in nature. The effect of roll frequency also was significant as was the interaction between roll acceleration level and roll frequency