Aircraft Noise Source Reduction Technology

Airport Noise Symposium Palm Springs, CA March 2, 2004 Wesley K Lord Acoustics Technology Manager Pratt & Whitney

Aircraft Noise Source Reduction Technology Outline

Noise Issues/ Metrics Todays Technology Technology Development Process Next-Generation Technology

Aircraft Noise Issues

Community Noise

ICAO aircraft noise certification (Effective Perceived Noise Level, EPNdB)

Cabin Noise

Community noise footprint (various noise metrics- peak dBA, day/night level, etc)

Engine-related sources of cabin noise BPF and Buzzsaw noise (forward cabin) jet exhaust shock-cell noise (aft cabin) structure-borne noise (low frequency)

Noise Certification Downward Trend

Chapter 4 Rule Effective 2006
40.0

30.0

20.0
DC9-10

Chapter 2
B-737-200 B-737-200 B-727-200 B-747-200 B-747-SP MD-80 A300 A300B4-620 B-747-300

Cum. Noise Margin 0.0 relative to Chapter 3 -10.0 (EPNdB) -20.0

10.0

ICAO Rule
Chapter 3 Chapter 4

B-727-100

B-747-100 B-727-100 B-747-200 DC-10-40 B-747-200

-30.0

Certification Data (Large Transports)

MD-82 A300-600R MD-87 MD-11 A330-300 A310-222 757-200 A310-300 A320-200 767-300ER 777-200 747-400 777/GE90 MD-90-30

-40.0

-50.0

-60.0 1960 1970 1980 1990 Year of Certification 2000 2010 2020

Todays Technology -Engine Noise Sources High-BPR Engine, Separate-Flow Nacelle Exhaust

Compressor Noise

Combustor Turbine Noise Noise

Fan Source Noise

Jet Mixing Noise

Todays Technology: Propulsion System Noise-Reduction Features Engine Alliance GP7000 engine for A380
Reduced Fan Tip Speed High-BPR engine cycle (BPR ~ 9) Reduced Exhaust Jet Velocity Inlet/ fan case Acoustic liner Maximum area & uniformity LPT cutoff aft stages increased spacing Blade/strut Swept Fan rotor LPC Cutoff Front Stage(s) Extended length Bypass duct Optimized liner

Cutoff fan stator Large axial spacing (reduced wake interaction)

Todays Technology: GP7000 Swept Fan

Large-scale demo testing completed for aero, structural, and wake turbulence Engine noise static ground testing in 04

Wake turbulence data, approach condition High-response instrumentation Phase-averaged, 24 wakes (one sensor failed at 90% span)

The Noise-Reduction Technology Process Today

Fan Stator Response to Wake excitation

Computational Modeling (TRL 2-3)

Scale-Model Wind-Tunnel Test (TRL 4 to 5)

Flight Test Validation (TRL 7)

Isolated-Engine Static Noise Test ( TRL 6)

PW C11 Engine Noise Static Test Facility

FAA/JAA family-plan noise certification, noise-reduction technology validation

P&W C-11 STAND ACOUSTIC ARENA & MIC ARRAY

Connector panel, 10 near field mics

48'

C L
5o 10 o 20 o 30 o 40 o 50 o 60 o 70 o 80 o
Meteorologica S l tation Smooth Concrete Acoustic Field 150 FT RADIUS

C L

160 150 140 130 9 0 o 100

o o o o

110

120

150 FT SIDELINE

Technology Direction Next-Generation Technology 35 to 40 dBcum EIS 2012+

40.0 30.0

20.0
DC9-10

Chapter 2
B-737-200 B-737-200 B-727-200 B-747-200 B-747-SP MD-80 A300

+5% annual traffic = 2X movements in 14 years source reduction reqmt for const DNL ~ -3 dB in 14 years Minimum technology reqmt ~ -10 dBcum in 15 yrs

Cum. Noise Margin 0.0 relative to Chapter 3 -10.0 (EPNdB) -20.0

10.0

B-727-100

B-747-100 B-727-100 B-747-200 DC-10-40 B-747-200

Chapter 3
A300B4-620 B-747-300

Regulatory Trend
Chapter 4

Large Subsonic Transports

-30.0

MD-82 A300-600R MD-87 MD-11 A330-300 A310-222 757-200 A310-300 A320-200 767-300ER 777-200 747-400 777/GE90 MD-90-30

?
A380, 7E7

-40.0

Technology Pull

AST AST Goal Goal QAT QAT Goal Goal

Product Trend

-50.0

NASA Research Goals

1960 1970 1980 1990 Year of Certification 2000

-60.0 2010 2020

Technology Direction: Geared Turbofan

Potential Path to Lowest Noise Noise Reduction Technology Direction
Higher BPR cycles Nacelle/ Liner technology Turbomachinery source noise reduction

Cum Margin to Stg 3 (EPNdB)

-10

ct Dire

ns e Fa v -Dri

777/PW4090 Cert

-20

777/GE90 Cert

-30 -40

s Fan ed ear G

QAT Baseline
Component Technology: swept fan, liner tech, contoured nozzle, airframe

-50

Component Technology: Subsonic Fan, Liner Tech, airframe

NASA QAT Goal BPR~ 15

1.2 1.4

-60

10
1.6

5
1.8

Geared Turbofan enables very-high BPR cycle

Issues: Weight, Drag of large diameter fan + nacelle Propulsion/ airframe integration Technologies: fan drive gear system lightweight fan system fan source noise & liner attenuation compact nacelle/ reverser, variable-area nozzle

FPR @ SLTO

FDGS

VAN

Technology Development: Fan Drive Gear System

Full-scale test facility Loads to ~80,000 shp Two variable speed drive motors Automated speed torque settings Attitude to 65 degrees Altitude to ~40,000 ft Scavenge flow measurement 3 oil systems Variable oil temp, pres, flow Slip ring instrumentation Telemetry instrumentation

STAR-1 System (32000 SHP) Met or Exceeded Requirements (TRL ~ 4)

Total Run time 485 hours with 129 hours at full power System efficiency mapped varying oil flow, input temperature, speed and torque Ran steady state varying angle of attack for -30 to 60 with no dynamic or performance problems Overspeed (105%), overtorque (104%), overload (106%) Gear oil flow interruption at 100% speed and five torque settings, no damage Demonstrated 10 hour in-flight windmill with approximately 18 psi oil flow to the Journal Bearings Demonstrated an oil tank size of 3.5 gallons Demonstrated a 3 sec oil dwell time

Technology Development: Variable-Area Fan Nozzle

Maintains constant mass flow to fan, takeoff to cruise

Nacelle

Segmented Flaps

Nacelle

Segmented Flap
2 flap segments

SMA Bundled Cables Lightweight Shape-Memory Alloy Cable Actuation

Sector Test Under Full-Scale Loads at NASA (TRL ~ 3)

Aircraft Noise Source Reduction Technology

Concluding Remarks Considerable improvement in aircraft certification noise levels has been achieved over the past 30 years Propulsion system noise reduction has come from cycle (higher BPR), nacelle/ liner technologies, and turbomachinery source noise reduction Future need for further aircraft source noise reduction anticipated, in combination with other noise management approaches such as flight operational procedures, to offset continued air traffic growth Further source noise reduction will come from both propulsion system (cycle, nacelle/liner, & turbomachinery source) and airframe (landing gear, high-lift wing slats/ flaps) Continued investment in technology development is required, with government/industry/university partnering, to enable next-generation noise-reduction technologies