Global Journal of Advanced Engineering Technologies
ISSN (Online): 2277-6370 & ISSN (Print):2394-0921
A REVIEW ON THE METHODS OF NOISE
SUPPRESSION IN JET ENGINES 1
Sarath Raj N.S, 2Adhith T. Rajesh
1
Lecturer, Aerospace Engineering, Amity University, Dubai, United Arab Emirates
2
Student, Aerospace Engineering, Amity University Dubai, United Arab Emirates
Abstract: This paper discusses the methods of noise
suppression in jet engines, especially the fan and
exhaust nozzle. The noise in jet engines is produced
primarily by the high amount of turbulence in shear.
The instability of flow caused by the pressure variation
or irregular fluctuation is what leads to these structures
of high turbulence. Several types of noise suppressor
are used. In general, noise suppressors for integral
parts of the jet engine installation or nozzle at the
exhaust. As a part of studying the way of noise
reduction methods in the exhaust nozzle, various
configurations and types of nozzles as well as methods
have been found. They include the chevron nozzles,
nano materials, extending the engine nacelle, acoustic
lines of the main engine and increasing the bypass ratio
in turbofans. Chevron nozzle works by reducing the
energy of the turbulence structure. This is achieved by
the smooth mixing of hot and bypass stream, with the
help of sharp saw tooth provided at its back side. Nano
materials works by absorbing the noise within the
nozzle. High density nano materials are generally
employed for this purpose. In turbofan engines, the
energy of main stream is reduced by mixing cold stream
into hot stream with the help of an increased bypass
ratio. Acoustic lines help in converting the energy of
turbulence structure into the form of heat thereby
reducing noise. Increasing the size of engine housing
proves to be another useful technique. With an
increased size of engine housing, the hot jet first passes
through the nacelle which absorbs the noise and
prevents direct exposure of the hot jet with the
atmosphere.
Keywords: Noise Suppression, Jet Engine, turbulence,
Shear, Nozzle, Nacelle, Chevron.
I. INTRODUCTION
Since the beginning of the aircraft industry, noise
coming from the engines has been an issue of enormous
financial as well as environmental impact. Engine noise
is produced mainly by sources in the engine such as the
fan, the compressor and the exhaust. The air discharge
from the core of the engine is also a significant source
of noise production. Every way is being tried to avoid
the noise but it is one thing that cannot be completely
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Volume 6, Issue 2- 2017
eliminated. Turbofan engines produce less noise
compared to the turbojets which is why they are being
preferred by most airline manufacturers today.i The fan
and the exhaust are two parts of the engine that
contribute to the most noise coming from them. The
exhaust noise of the engine is produced by the high
degree of turbulence of a high-velocity jet stream
passing through a relatively quiet atmosphere.ii Behind
the engine, the velocity of the jet stream is high for a
distance of few nozzle diameters, and there is little
mixing of the atmosphere with the jet stream. The
turbulence in this region of the high speed jet stream is
very fine grain turbulence. This in turn produces
relatively high-frequency noise. This noise is produced
by the highly turbulent mixing of the exhaust gases
with the atmosphere and is effected by the shearing
action due to the relative speeds between the velocity
and the atmosphere.iii The noise produced by these,
mainly during take-off and landing phase has a major
impact on the surrounding environment and population.
So to better avoid these adverse effects on the
environment and people, various noise suppression
methods have to be employed. Consequently, the noise
suppression has become one of the major fields of
research and study in the aviation industry. This paper
will discuss the major methods of noise suppression in
the jet engines.
II. LITERATURE REVIEW
In the paper “Jet Noise Reduction Technology at GE
Aircraft Engines” by Steven Martens, the development
of a technology to reduce jet noise is discussed with
satisfactory impacts on factors such as performance,
weight and manufacturability. This was achieved with
assistance of scientists from NASA, which led to the
concept of chevron nozzles. Chevron nozzles improved
the mixing of the fan, core and ambient air compared to
conventional nozzles. The faster mixing of components
helped reduce noise without much impact on
performance. The nozzles were made with cut-outs
around the nozzle, which generated stream-wise
vorticity and thereby reducing the peak velocity as well
as the peak noise. In this concept, minimum physical
blockage was encountered with minimum impact on
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 Global Journal of Advanced Engineering Technologies
ISSN (Online): 2277-6370 & ISSN (Print):2394-0921
thrust. The nozzles were first invented in 1996, and
flown on aircrafts starting from 2001.
The prospects of reducing noise levels in passenger
aircraft power plants are being discussed by V. M.
Kuznetsov in his paper titled “Improvement of Aircraft
Noise Reduction Methods”. This is an important aspect
in correlation with strict regulations for reducing noise
levels near the airport surroundings. Improvements in
the acoustic radiation reduction techniques by
enhancing the mixing of incoming stream and medium
are discussed. He also presented the outcomes of
efficiency investigations aimed at the elements of noise
suppression in passenger aircrafts.
In the paper titled “An Overview of Aircraft Noise
Reduction Technologies, L. Leylekian of Onera
presents an updated view on existing noise reduction
techniques. It also provides an overview of regulations
and recommendations issued by the International Civil
Aircraft Organization (ICAO). It then establishes how
comprehensive programs were initiated, aiming to
encourage the aerospace industry to develop aircraft
parts that reduces jet noise. A detailing of these
technologies is also provided starting from the engine
till the airframe. The paper concludes by throwing light
on future technologies such as flying wings as well as
open rotors, and their expected outcomes.
“Reduction of Jet Noise in the Aircraft Nozzle” by
Saurabh Shriwas, Sachin Shah, Prashant Singh and
Kalpit P. Kaurase provides an overview of techniques
used for reduction of aircraft noise in the exhaust
nozzle which is caused by the high turbulence jet shear.
The paper discusses techniques such as the use of
chevron nozzles, extension of engine nacelle, acoustic
liners as well as increasing the bypass ratio. Further
insight is provided into these techniques and their
impact on aircraft performance. These are techniques
that are easier to implement and provides maximum
noise attenuation at the exhaust.
III. THE NEED FOR NOISE SUPPRESSION:
HEALTH EFFECTS
Noise exposure from aircrafts, particularly jets, has
potentially serious health effects in a population. These
effects are diverse, serious, and because of widespread
exposure, very prevalent. Hypertension and heart
diseases are a few serious effects to name them. Reports
suggest high chances of hypertension in people exposed
to aircraft noise, especially in the night time.iv
The Babisch meta-analysis (an analysis conducted by
Wolfgang Babisch to establish the relation between
noise and coronary heart diseases) reports an odds ratio
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Volume 6, Issue 2- 2017
for occurrence of myocardial infarction of 1.13 per 10
dB increase of Lday (day noise level) and the HYENA
results found an increase odds ratio for hypertension in
those exposed to night time aircraft noise of 1.14 per 10
dB increment of noise.v This has been found to lead to
hypertension and heart ailments in particular. Hence,
noise exposure can cause serious ailments through
disruption of sleep. Moreover, problems like diabetes
and obesity have also been found to correlate with
reduced or disrupted sleep and thus should also be seen
as potential noise outcomes.
In view of the fact that these effects exist, they are not
known to the general public. Hence, any system of
indicators may not be able adequately account for them
at present. These health effects can be reduced in
several ways: education programs could let the public
know of the potential risks and allow individuals to
make informed decisions. This is obviously a tedious
task and would require more time and investment.
Therefore, the best way to prevent these effects is to
prevent the noise exposure by inventing specialised
methods for noise suppression in engines.
IV. GUIDELINES FOR JET NOISE LEVELS
The World Health Organisation (WHO) has provided
recommendations and guidelines for jet noise exposure
levels. The most relevant set of guidelines are those
proposed by the World Health Organisation in 2000
(WHO, 2000).vi These guidelines were determined by
expert panels evaluating the strength of the evidence
and suggesting guideline values for thresholds for
exposure in specific dwellings and for specific health
effects.
The below section summarizes the guideline levels
suggested for parklands, schools, hospitals, and
residences:
A) PARKLANDS:
· Quiet outdoor areas such as parklands should be
preserved with minimum damage and for this
purpose the jet-noise ratio has to be considerably
low.
B) SCHOOLS:
· School playgrounds should never exceed noise
levels of 55 dB LAeq (Annual Equivalent Noise
Level) to protect from annoyance.
· School classrooms should have noise levels
below 35 dB LAeq as a preventive measure of
speech intelligibility and, disturbance of
information extraction.
· The reverberation time in classrooms shouldn’t
exceed 0.6 s.
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ISSN (Online): 2277-6370 & ISSN (Print):2394-0921
· Sleeping rooms in pre-school should have 30 dB
during sleeping time & 45 dB LAmax (Annual
Maximum Noise Level) for single sound events
to prevent sleep disturbance.
C) HOSPITALS:
· During day-time, noise levels in ward rooms
shouldn’t exceed values of 30 dB LAeq to
protect from sleep disturbance and interference
with rest and recovery.
· During night, the noise levels shouldn’t exceed
values of 30 dB LAeq 8 hour, together with 40
dB LAmax.
D) RESIDENCES:
· Indoors of a residence should not exceed 35 dB
LAeq during say-time.
· Outdoor living areas should not exceed levels
beyond 55 dB LAeq to prevent serious
annoyance in people.
· Outside façades of the living areas should be
maintained under 60 dB LAmax to protect from
sleep disturbance.
· Inside bedrooms should not exceed 45 dB
LAmax to prevent sleep disturbance.vii
The WHO guidelines provide a precautionary
principle approach to prevent health effects from jet-
noise exposure. If noise levels are maintained below
these recommended levels, there are no detrimental
effects on human health.
V. CAUSES OF NOISE IN JET ENGINE
Primitive aircrafts were equipped with piston engines
that produced a great amount of noise. Noise
suppression was achieved in piston engines, to some
extent, with the help of silencers. Then came the era of
jet engines, which also produced relatively high
amounts of noise. As an initiative to decrease the noise
in jet engines, the concept of chevron nozzles was
developed by scientists in NASA.viii
The jet noise is produced mainly due to the velocity of
jets and turbulent eddies, caused by the shearing flow. ix
Also termed as the broadband noise, it has a frequency
which is beyond the audible range of human ear
(around 100 kHZ). This could probably be the loudest
noise that can be produced by human action. In the jet
exhaust, jet noise starts generating when the jet velocity
reaches around 100 m/s. In supersonic flow, this noise
can be correlated with the shocks that are produced. At
low speeds, jet noise is produced by acoustic sources in
the tail plane. These include noises such as those from
the turbine-compressor assembly, mixing of free stream
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Volume 6, Issue 2- 2017
with the compressor as well as the noise from the
combustion chamber.
Jet noise is also caused by the turbulent mixing of
ambient fluid with the jet.x The region of mixing causes
high frequency noises as it approaches the nozzle. This
is due to the fact that the dimensions of eddies is
comparatively smaller. Further downwards, low
frequency noise starts being generated since the eddy
size approached thee diameter.
In case of supersonic jets, shock cells are produced as
the flow expands and contracts. Generally, these shock
cells leads to a significant type of jet noise known as
“screech”. xiScreech is generated by a feedback system
where a vibration in the shear layer produces noise as it
moves through the shockwaves. Screech can be further
corrected or suppressed using a suitably designed
nozzle.
VI. NOISE SUPPRESSION IN THE EXHAUST
The engine exhaust is one of the major noise sources in
a jet engine. This noise from the exhaust increases
tremendously with the increasing throttle push in the
modern day jet engines. The jet engine noise is
produced mainly due to the turbulent mixing of the hot
jet exhaust (core), bypass stream (fan), and ambient air.
Consequently, optimizing how these three streams mix
will significantly lower the intensity of the noise.xii
One of the first methods of noise suppression in the
exhaust was developed and tested by NASA in 1996.xiii
The concept utilized chevron nozzles which allowed the
core and bypass flows to mix in a way that reduces low
frequency mixing noise from highly turbulent flows.
The method employed by them was to study the amount
of EPNL (Effective Perceived Noise Level) reduction
for different configurations of the nozzle. The following
nozzle configurations were tried: chevrons installed
only on the fan exhaust, core exhaust, and on both. It
was found that the configuration where the chevrons
were installed on both the fan and core exhaust nozzles
together provided the greatest ENPL reduction among
all. Moreover, even greater noise reduction was
achieved by chevrons penetrating the boundary layer of
the core, achieving an EPNL benefit of up to 2.5 EPNL
in decibels and only a 0.50 percent loss in thrust. This
concept of the chevrons was the first jet noise reduction
concept ever developed. The concept did not
significantly affect thrust and was a major breakthrough
in the field of noise suppression in separate flow
exhausts.xiv
The figure below compares the noise reduction benefits
achieved by installing chevrons on both the fan and
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 Global Journal of Advanced Engineering Technologies
ISSN (Online): 2277-6370 & ISSN (Print):2394-0921
core nozzles as oppose to having them on just the fan or
the core nozzle.xv
Figure 1: Effective perceived noise level benefits of
a separate flow exhaust with chevrons on both the core
and fan nozzle versus other configurations.
Source: “Acoustics and Thrust of Separate-Flow
Exhaust Nozzles with Mixing Devices for High-Bypass-
Ratio Engines,” NASA/TM 2000209948, June 2000.
Configuration 3BB corresponds to a regular separate
flow nozzle with no chevrons, 3BC24 to chevrons
installed on the fan nozzle only, 3I12B to chevrons
installed on the core nozzle only, and 3I12C24 to
chevrons installed on both. The effective perceived
noise level is much lower for the 3I12B configuration.
xvi
Improvements in the noise suppression achieved by
chevrons were later achieved. The benefits of chevrons
can be enhanced through downward flow deflection of
the fan flow to provide a deeper area of mixing below
where the core, fan, and ambient flows combine
providing much higher noise suppression due to the
decreased ratio.
Figure 2: Suggested flow deflection concept to
further suppress noise.
Deflecting the flow downwards effectively cushions the
sounds created by high-speed turbulent eddies in the
primary flow, thus reducing far field noise. Pylon-
mounted flap deflectors can be used on the engines to
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Volume 6, Issue 2- 2017
provide fan flow deflection.xvii The figure below
illustrated the concept of deflectors for flow deflection.
Source: "New Method for Jet Noise Reduction in
Turbofan Engines." AIAA Journal, Vol. 42, 2004.
Here Uc, Uf, and U∞ represent core, fan, and free
stream velocity, respectively. The deflector concept is
yet to find practical applications in modern engines.
VII. NOISE SUPPRESSION IN THE FAN
The noise coming from the fan is related to the flow
turbulence colliding with surfaces within the engine
inlet. The rotor-stator interaction is what contributes
majorly to the fan noise.xviii Decades of research have
been carried out under the Aerospace Technology
(AST) program by NASA to develop a method for
noise suppression in the fan-inlet of the engine. Devices
such as acoustic liners, a scarfed inlet, stator vane
sweep and lean, and active-passive controls were
designed for the same purpose.
The method of acoustic liners helps significantly
lower the fan noise.xix The concept is to provide a lining
for the inlet and outlet of the fan duct with acoustic
material. Intensive research has been carried out in this
area for optimizing liner material composition and
integrating liners as part of an active noise control
system. The effectiveness of using conventional
acoustic liners decrease as bypass ratio increases caused
by the accompanied decrease in nacelle length and
thickness that comes along. Therefore, less treatment
area means less noise reduction benefits. Conventional
liners are also ineffective in suppressing most sound
pressure levels and are only effective in certain engine
operations.
Figure 3: Noise reduction in adaptive and
conventional duct liners.
Research has been carried out to find an adaptive
noise absorption system that can cancel out tone and
broadband noise frequencies. This led to the invention
of adaptive liners in 2006. xxThe adaptive liners were
tested and found to provide much higher noise
suppression overcoming the drawbacks of conventional
liners. The figure below illustrates a comparison of the
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 Global Journal of Advanced Engineering Technologies
ISSN (Online): 2277-6370 & ISSN (Print):2394-0921
amount of noise reduced between adaptive and
conventional liners.
Source: “Newly-Developed Adaptive Noise
Absorption Control Technology for High Speed Fan
Noise Reduction.” JSME International Journal, Vol.
49, No.3, 2006.
BPF and SPL stand for Blade Passing Frequency and
Sound Pressure Levels, respectively. Even though
adaptive liners can reduce noise more than conventional
liners, it should be noted that at low motor rotational
velocity, conventional liners perform better than
adaptive ones when the engine is operating at 2 BPF.
xxi
Employing a scarfed inlet is a very beneficial method in
noise suppression.xxii First of all, extending the lower
portion of the inlet directs forward-radiating noise
upward, therefore reducing flyover noise. The ability to
draw more air in from the top than below also gives the
aircraft a higher angle-of-attack capability. Moreover,
since the engine’s inlet is pointed upwards, it is less
likely to ingest debris from the runway during take-off
and landing.
Another method is the use of swept and lean stators
which reduce noise by increasing the phase changes
from hub-to-tip of the unsteady aerodynamics
producing the sound.xxiii The noise benefits in this case
come from having more wakes intersecting a single
vane with sweep and lean than without. Benefits also
come from increasing the effective distance from the
fan to the stator vanes, which reduces rotor-stator
interaction, resulting in tone noise suppression. Figure 4
illustrates the comparison between the number of wanes
intersecting a single vane.
Figure 4: Comparison between the numbers of wakes
intersecting each vane type.
Source: "Fan Noise Reduction: An Overview." NASA
Technical Memorandum 2001-210699, 2001.
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Volume 6, Issue 2- 2017
Active noise control systems are employed on most
modern aircrafts for noise suppression.xxiv This method
of noise control systems is undergoing an extensive
research and development phase. One such system
performs mass injection at the fan blade trailing edge to
reduce fan wake deficits. This is illustrated in the figure
below. This concept creates a more uniform mean flow
profile leading to lower levels of unsteady loading on
the vanes, therefore reducing rotor-stator tone noise.
Figure 5: Mass injection noise control concept.
Source: "Fan Noise Reduction: An Overview." NASA
Technical Memorandum 2001-210699, 2001.
Various other active noise control concepts are also
employed which consists of hybrid systems in which
actuators and acoustic liners are combined to suppress
noise. However, these concepts are still in the
development phase and yet to find practical
applications.
VIII. FURTHER RECOMMENDATIONS FOR
NOISE SUPPRESSION
A) NANO-MATERIALS: Nano-materials constitute
one of the greatest innovations in the industry with their
easier availability and desirable properties such as low
weight, eco-friendliness, less repair and consumption of
less fuel. They are also quite helpful in reduction of jet
noise in the exhaust nozzle. Owing to the property of
high density, exhaust nozzles formed of nano-materials
can absorb noise within the nozzle to a great extent
thereby providing high degree of noise suppression. xxv
B) ENGINE NACELLE CONFIGURATION: The
nacelle is generally increased in the engine axis to
prevent the direct exposure to the atmosphere.
Moreover, this allows smooth mixing of atmospheric
air with the jet stream with the help of ports added to
the elongated nacelle. By this method, the energy of the
exhaust air is reduced and thereby the noise reduction.
xxvi
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C) INCREASED BY-PASS RATIO: Jet engines
produce thrust with the help of hot jets as well as
bypass air. With an increased by-pass ratio of the
engine, the jet gets sufficiently mixed with the hot
stream that is obtained from the turbine. Therefore, the
overall energy of exhaust gas can be reduced to a great
extent thereby suppressing the noise.xxvii
D) MULTIPLE TUBE JET NOZZLES: Multiple tube
jet nozzles are being used for commercial aircraft
instead of single exhaust nozzle used by military
aircraft and early commercial aircraft. The purpose of
this type nozzle is to reduce the individual jet stream
size which in turn attenuates or decreases more rapidly
as distance from source increases.xxviii
E) CORRUGATED PERIMETER NOISE
SUPPRESSOR: This is a type of noise suppressor
which works by breaking the normal exhaust gas stream
into several smaller streams. The frequency of sound
produced by these smaller streams is above the audible
range of human ear and these high frequencies are
absorbed by the atmosphere, before they can travel a
great distance from aircraft.xxix
IX. CONCLUSION
Various methods of noise suppression in jet engines
were discussed in this paper. The engine noise is related
to factors such as the engine inlet pressure ratio,
exhaust velocity and fan tip speed. Developing engine
cycles that lower the intensity of these factors can
greatly contribute to noise reduction and suppression.
This can be achieved through redesigning the engine to
incorporate various devices such as the acoustic liners,
scarf inlets, swept and leaned stator vanes, chevrons
and active noise control systems as discussed earlier.
These should be incorporated such that high noise
suppression can be achieved with minimal impact to the
engine performance. However, as the aircraft industry
keeps growing more demands and regulations are
expected to be enacted to protect the environment and
communities surrounding the engine operation. As a
result, the noise suppression methods is one area that
requires extensive and continuous research and
development to further accommodate the growing
needs of aircrafts.
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Volume 6, Issue 2- 2017
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