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Micro Turbo Engine JetCAT P80

Acoustic Evaluation
This study is the first step towards exploring and evaluating the acoustic
characteristic of the micro turbo engine as well as towards investigating
the effects, of the noise generated in the university campus, on the
students and on the teaching staff who are actively taking part in the
laboratory experiments. To be more specific, the testing lab is located
inside Faculty of Aerospace Engineering “Polizu” campus. The building
hosting the JetCat P80 micro turbo engine consists of sever-al other
laboratories, various classrooms and professor’s offices, and is
surrounded in close vicinity by other university blocks containing more
classrooms, laborato-ries and amphitheatres.
JetCAT P80 system descripton
JetCAT P80 acoustic analysis

The main objective of the acoustic measurements was to obtain


the input data regarding the noise generated by JetCAT P80
(inside measurements) and also to validate the acoustic prediction
results in campus area (outside measurements).
Inside the laboratory, 3 random incidence 40AQ microphones were placed.
Out-side the laboratory, in various places on the campus, 7 measuring points were
placed, 6 free field 40AE microphones and 1 sound levels meters type SOLO 01dB.
For sound measurement it was used the 01 dB ORCHESTRA multichannel acquisition
system and the sound signals were processed with the dBFA software.
The sound signals were recorded during the entire period of tests: start, idling, 89.298
rpm (77% from the Jet Cat P80 maximum speed recommended), and 109.830 rpm
(96%).
Analysing the recorded values in the laboratory, the
equivalent continuous sound levels were obtained for
the entire operating period and for each stable regime,
as is shown in below table. Also, a mean sound pressure
level for the entire laboratory interior (Lp) was
calculated for each stable regime.
Interior sound levels measured for the entire period and for each stable operating regime in the three
chosen position

Regime 1 Regime 2 Entire functioning period


Measurement
points

LAeq dB(A)

MP1 104.3 110.4 103,3

MP2 106.7 112.9 105,8

MP3 105.5 112.3 104,8

105.6 112 104,7


In order to eliminate the influence of the measurement duration, the sound expo-sure
level was calculated and the values obtained for the entire period of the func-tioning are
presented in table 2. Another objective of the inside measurements was to determine the
hourly exposure levels both for operating staff and for students. Taking into account the
fact that one hour of laboratory it takes 50 minutes, the Lexp,50 min was calculated and
presented in table 2.

MP1 MP2 MP3

SEL [dB(A)] 127,1 129,5 128,5

Lexp,50 min [dB(A)] 92,2 94,7 93,7


Fig. 3. FFT in time domain - point 4
The outside equivalent sound levels are presented in table 3 for the entire operating
period of the turbo engine.

Points P4 P5 P6 P7 P8 P9

LAeq dB(A) 101,7 75,5 76,0 70,1 66,3 60,8

To take into account the acoustic attenuation given by the acoustic propagation in air
on different frequencies a frequency–dependent analysis was performed. So, in table
4 are the 1/1 octave spectrum for each functioning regime measured in point 4, near
to the laboratory exit door and the overall sound level for each operating stable
regime.

Frequen 16 31,5 63 125 250 500 1000 2000 4000 8000 Overall
cies

Regime Lp
1 dB(A) 20,0 36,0 59,3 75,8 93,0 100,9 105,4 105,1 102,3 97,9 110,2

Regime 27,8 39,4 62,2 79,9 96,0 105,9 111,5 112,0 108,8 102,4 116,4
2
Prediction of JetCAT P80 noise
contours
For this noise impact the IMMI 2012 „IMMI-
Noise Mapping and Noise Prediction Software”
was used.
Measurement Regime 1 Regime 2
point

Measured Prediction Measured Prediction

LAeq dB(A)

MP5 76.5 75.8 82.7 82

MP6 77.1 76.3 82.9 82.5

MP7 71 71 77.2 77.1

MP8 67.2 67.7 73.4 74

MP9 55.9 55.8 63.3 61.7


In order to evaluate the noise at the border pf campus
we can see on figure 4 that is specified in the
“Legislation regarding the acoustics in construction and
urban area indicative C 125-2013” the noise limits at the
border of the campus is 75 dB(A). Also for isolated
action actions characterized by a high noise levels a cor-
rection to be added depending on its duration (in percent
compared to a reference period of 8 hours on day period
and 30 minutes at night). Considering a total func-
tioning time of 25 minute at maximum speed a time
correction of -15dB
CONCLUSIONS
As a result of this research we revealed the
speed dependent acoustic characteristic of the
engine, and more specific, the noise map for
two operating rpm. Consider-ing the low noise
values predicted at the border of the campus
without the time correction of -15dB it can be
concluded that the noise generated by the turbo
en-gine does not raise noise problem.
Acknowledgments
This work has been funded by University POLITEHNICA of Bucharest,
through the “Excellence Research Grants” Program, UPB – GEX. Identifier:
UPB–EXCELENȚĂ–2016 Research project title: “Study and research
regarding aviation engines jet noise reduction using chevrons”, Con-tract
number: 81/26.09.2016.
THANK YOU!