X-Noise EV Newsletter Summer 2012€¦ · X-Noise EV Newsletter Summer 2012 Mid and Long-term solutions will require a shift in aircraft configuration, such as the use of tube and

X-Noise EV Newsletter Summer 2012

http://xnoise.eu


Dear colleague,

Welcome to the third newsletter of the X-Noise EV project, which coordinates the European research effort dedicated to the reduction of aviation noise. Wider strategic aspects are summarised in ACARE-related matters. Andrew Kempton (RR) and Nico van Oosten (ANOTECC) report on the results of the bids for new projects in FP7 Call 5 and considerations for FP7 Call 6. This newsletter also includes:-

descriptions of the recent progress of three major EC projects: NINHA, ORINOCO and FLOCON,

outreach in Chile,

an update on acoustic liners - status and research required - see liners,

information on the most important recent major meetings and forthcoming major events including :-

o Acoustic Liners and Associated Propagation Techniques, 1st X-Noise EV Scientific Workshop / 15th CEAS-ASC Workshop, Lausanne, 13-14 October, 2011 – summary now in Events in www.noise.eu .

o ANERS2011, Marseille, 2011 – proceedings for this cooperative European/US workshop now on reserved area in www.aners2011.com .

o X-Noise Noise Mapping Workshop, Madrid, 7-8 November 2011 – report here NoiseMappingMadrid-report,

Aeroacoustic Installation Effects & Novel Aircraft Architectures, 2nd X-Noise EV Scientific Workshop / 16th CEAS-ASC Workshop, Braunschweig, 11-12 October 2012 – preview here InstallnandNovelAircArch- preview – a key feature will be a presentation by Eugene Kors (Snecma) and others on recent developments in the major EC project OPENAIR – summary here summary

an article from National Focal Point Alan McAlpine (UK) on the Rolls-Royce

University Technology Centre in Gas Turbine Noise at the Institute of Sound and Vibration Research, University of Southampton, RR-UTC_Soton.

The EU-funded project on VALidation and Improvement of Airframe Noise prediction Tools, VALIANT, will feature in the next newsletter.

http://xnoise.eu/

http://www.noise.eu/

http://www.aners2011.com/

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/Article_CEAS_WS2012-6may12.pdf

http://xnoise.eu/index.php?id=391


Please kindly forward this newsletter to your colleagues to encourage their participation in the network and to draw attention to the website www.xnoise.eu on which we can and do provide topical information on all of the projects. Please put your information on the website via the website calendar and news contacts, and, also think of forwarding the same/similar to us, as soon as you have something on the horizon!

Best regards,

Gérard Fournier and Christine Bickerstaff

Co-editors

[email protected] and [email protected]

http://www.xnoise.eu/

mailto:[email protected]



ACARE-related matters

X-Noise Contribution to ACARE Strategic Research and Innovation Agenda (SRIA)

Following the publication of the Flightpath 2050 document last spring (2011), work is now underway to elaborate the ACARE Strategic Research and Innovation Agenda (SRIA) aimed at 2050.

The milestones for this process are in the Timeline. X-Noise has provided the noise-related information in the document Contribution to ACARE 2050 SRIA Volume 1 – Noise , and, the complete ACARE 2050 SRIA Volume 1 for Policy Makers has already been published. Volume 2 for Research and Innovation Actors (detailed concepts, technologies, legislation) specifically requires overviews of topics. A first overview of topics has already been generated for noise technology-related research for both Fixed Wing and for Rotorcraft. A similar table was still lacking for issues related to the Management of Noise Impact (MNI), therefore, a meeting took place at FOI Stockholm, 16-17 April 2012, to brainstorm ideas for the generation of a draft for Volume 2, to elaborate on the first document and to give an overview of topics for such issues.

The final ACARE 2050 SRIA Volume 2 document is expected to be published in September 2012.

Contacts: Noise technology-related research Andrew Kempton, [email protected] Management of Noise Impact Delia Dimitriu, [email protected], and, Nico van Oosten, [email protected] . References: Flightpath 2050 & ACARE SRIA, see www.acare4europe.com .




http://www.acare4europe.com/


ACARE SRIA Timeline

Contribution to ACARE 2050 SRIA Volume 1 - Noise Goals


As stated in the Flightpath 2050 document, the goal is to reduce the perceived noise emission of flying aircraft (including Rotorcraft) by 65% relative to the 2000 situation. In line with ICAO’s Balanced Approach concept, this reduction should be achieved through a significant research programme aimed at novel technology and enhanced low noise operational procedures, complemented by a coordinated effort providing industry, airports and authorities with better knowledge and impact assessment tools to ensure that the benefits are effectively perceived by the communities exposed to noise from air transport activities. The next sections describe the enabling factors and the solutions foreseen as key contributors to the 2050 noise goal achievement as well as the recommended metrics to assess the success of the whole effort at the 2030 and 2050 milestones.

Enablers

Six categories of enablers can be distinguished to support the development of low noise aircraft:

• Optimized aircraft/engine integrated design practices reduce weight, decrease drag, improve powerplant efficiency contributing to lower noise

• Multi-disciplinary optimization techniques will increase the benefits of existing and new technologies, i.e. liners, blades, flow path and flight path design

• CFD & CAA numerical simulation, together with test facilities incorporating advanced measurement techniques, will support noise reduction at source level

• Advances in other areas, such as materials and electronics, will allow the introduction of novel low noise technologies, including active/adaptive techniques

• Technology evaluator will be used to assess the benefit associated with noise reduction technologies including noise footprints impact

• Psycho-acoustic annoyance modeling, taking into account specific signatures of airplanes and rotorcrafts, will help to confirm and improve the relevance of noise metrics for single and multiple events.

Furthermore, in order to exploit new technology / low noise operations development and to enable integrated impact mitigation solutions, it will be of utmost importance to:

improve and continuously update the understanding of how noise from air transport operations implemented through new Air Traffic Management solutions affects people

provide the technical support to successful implementation of planning policies for the long term benefit of the communities compatible with traffic growth

Solutions

The noise reduction solutions to be developed for fixed-wing aircraft and rotorcraft include both source noise mitigation and low-noise flight procedures.

Fixed-Wing Aircraft Solutions applicable to fixed wing aircraft will involve the use of multi-disciplinary optimization to develop and improve engine/nacelle design and installation, airframe design and noise abatement procedures capabilities. The development in active and/or adaptive techniques will be pursued to reduce the noise of engines, landing gear and high-lift devices.


Mid and Long-term solutions will require a shift in aircraft configuration, such as the use of tube and wing with engine noise sources shielding and ultimately blended-wing body aircraft. This type of aircraft can benefit from engines mounted on top of the fuselage or embedded inside the airframe.

Rotorcraft For rotorcraft, source noise reduction solutions will focus on main and tail rotor blades (with passive and active concepts), as well as on the engine design and installation. The flexibility of rotorcraft flight will be harnessed to optimize noise abatement procedures, and ensure their operational viability. Specific issues relating to new configurations, such as rotor-propeller interactions will be investigated. Novel vehicle configurations involving more adaptive rotorcraft and automatic low-noise flight procedure generation are expected to yield significant noise benefits.

Furthermore, in order to be able to assess policies and action plans involved in the management of noise impact, it is crucial to have tools available that accurately predict the noise situation for a variety of scenarios. Research will be also required to understand the needs and effectively deliver dedicated information and communication systems. The following solutions are foreseen:

Fully Integrated European Environmental Impacts Tool Suite, including encroachment assessment capability for noise mapping, assessment of environmental interdependencies and monetization of impacts / cost on society

New International Annoyance and Sleep Disturbance models considering airport specificities

Transparent communication covering relevant indices, flight path / operations on-line forecast and tracking

Goals Metrics & Achievements

Long-term goal is to develop fixed wing aircraft technologies to TRL 6 by 2050 to reduce noise at departure and arrival by 15dB per operation (including noise abatement procedures) relative to Year 2000 aircraft. It is expected that the short term ACARE goal of 10dB will not be achieved because of delays to the development of novel aircraft configurations, only 8dB being achieved by 2020, and the medium term goal is 11dB by 2030.

Long-term goal is to develop rotorcraft technologies to TRL 6 to reduce the SEL/Leq noise footprint area by 65% (by noise reduction at the source as well as noise abatement procedures) relative to a generic aircraft representing the Year 2000 rotorcraft fleet, for representative mission segments of takeoff, cruise, and landing. The short term goal is 40% by 2020, and the medium term goal is 55% by 2030.

The following key achievements are to quantify the success of research dedicated to the management of noise impact:

o Assessment of relative contribution over time of the Balanced Approach components

o Well recognized criteria under which aircraft are not considered a nuisance regardless of the number of operations (day & night). New metrics relating to annoyance should be taken into account as they become available.



Results of the bids for new projects in FP7 Call 5 and considerations for FP7 Call 6. UPDATE RE FP7 Call 5 from Andrew Kempton, Industry Experts Committee The following proposals, endorsed by X-Noise, are likely to be funded:

RECORD, a level 1 proposal on combustion noise, led by DLR

JERONIMO, a level 1 proposal on installed jet noise, led by EADS ELITE, a level 1 proposal on acoustic liners, is unlikely to be funded. Nothing to report of FP7 Call 6 yet.


NINHA

NINHA (Noise Impact of aircraft with Novel engine configurations in mid- to High Altitude operations) is an FP7 Level 1 project with 9 partners (Anotec [co-ordinator], Airbus, COMOTI, FOI, University of Southampton, NLR, ONERA, Rolls-Royce, Snecma). The total budget is 2.9M€ with 1.9M€ EU funding. The 3-year project started on 1st October 2010. The introduction of aircraft with advanced contrarotating open rotor (CROR) engine powerplants is expected to contribute significantly to the reduction of fuel burn and gaseous emissions. In the 1980’s prototypes of the first generation of open rotor engines were developed and tested. One of the findings was that the noise from such engines, including particularly even in enroute flight, was significant, thus hazarding public acceptance.

Since then significant effort has been dedicated to improving CROR aeroacoustic design and the new generation of CROR engines currently envisaged will be much quieter than their predecessors.

The NINHA project will assess whether noise during mid- to high altitude operations might potentially hinder the introduction of this new generation of powerplant. It will determine the level and impact of this enroute noise and hence assess the overall viability of these new engine concepts.

The NINHA objectives (abbreviated here) are covered by 4 Work Packages (WP): WP1. Propagation modelling

Adapting methods for long-distance propagation through realistic layered atmospheres – validating with flight noise measurements from large turboprop aircraft .

WP2. CROR enroute noise levels

Assessing CROR nearfield noise characteristics in climb, cruise and descent from windtunnel test data from other research programmes.

Extrapolating nearfield windtunnel noise levels to farfield.

WP3. enroute noise impact

Assessing enroute noise impact of future CROR-powered aircraft (relative to existing turbofan and turboprop aircraft) in various levels of ambient noise including very low.

Evaluation of the most influential parameters.

Development of and dissemination to regulatory bodies both data and assessment methodologies necessary for enroute noise standards, if assessed justified.

WP4. Management and specifications

Overall project management.

Elaboration of a single set of specifications for the whole project.


The project has now reached mid-term and has progressed significantly towards its final objectives. Main achievements for each technical WP are: WP1

- Existing raytracing propagation methods have been revisited and provided to WP2. - An existing Potential Euler (PE) propagation method is being adapted for application

to longrange vertical propagation. This method will be used to validate the raytracing methods.

- Flight tests have been performed with an A400M at high altitudes, during which noise was measured close to the source (with a chase plane approximately 100m below) and on the ground. Atmospheric conditions were recorded. The measurements will be used to validate the PE propagation method under development in this WP.

WP2

- Source data obtained during various DREAM windtunnel tests have been reanalysed. - Methodologies are being developed to transpose these nearfield data to farfield

conditions. - The raytracing methods from WP1 have been implemented in the SOPRANO aircraft

noise prediction platform. WP3

- A literature survey was conducted to determine those metrics most relevant for enroute noise of open rotors (for example, taking into account low background noise levels, discrete rotor tones).

- An extensive measurement campaign has been conducted to obtain enroute noise from large turboprops. These data have been included in the EASA BANOERAC database (originally mainly containing turbofan data), and, the enhanced database has subsequently used for the impact assessment studies.

- Methods forfreefield developed Soprano adapted

- An enroute noise impact model, based on actual air traffic in 3 countries (ES, NL and RO), has been developed. Together with the noise data from the enhanced


BANOERAC, an enroute noise map has been derived for each country. These maps will serve as a baseline in the impact assessment study for open rotor enroute noise.

The NINHA mid-term meeting will be held 9-10 May 2012 in Motril (Granada, Spain). Immediately following there will be a WP2 workshop during which the WP2 work will be reviewed and further steps will be defined towards the consolidation of the final predicted enroute noise levels. For further information, please contact the NINHA coordinator: Nico van Oosten Anotec Consulting, S.L. c/ Rector Jose Vida Soria, 2 Urb. Terrazas de Playa Granada, portal 7-2ºC 18613 Motril (Granada) Spain tel/fax (+34) 958 620 631 email [email protected]



ORINOCO

ORINOCO is co-funded by the European Commission and The Ministry of Industry and Trade of the Russian Federation (Minpromtorg of Russia)

Increasing noise restrictions around civilian airports continue to offer a challenging problem for aircraft and engine manufacturers. Research and development efforts over many years have resulted in significant reductions in the noise radiated by aircraft engines currently in service, including especially in the jet noise, but jet noise still remains the main source of noise at takeoff. To reach the targets of the ACARE agenda (a reduction of the external noise by 10 EPNdB per operation of fixed-wing aircraft by 2020) a technology breakthrough is now necessary.

ORINOCO is the cooperation between Europe and Russia in advanced engine noise control based on plasma actuators. The novel concept of using plasma actuators to control jet noise requires a fundamental approach to understanding the interaction mechanisms with the main jet and the resulting radiated sound. Several avenues of investigation - theoretical, numerical and experimental - have already been identified towards the ultimate goal of evaluating plasma actuators concepts for reducing jet noise.

The development and the improvement of plasma actuators suitably applicable to jet noise were some of the main features in the first stage of the project.

Several plasma techniques have been investigated and developed by the specialists involved in the project (TsAGI, GPI RAS, TRINITI, IVTAN, ONERA):-

Dielectric Barrier Discharge,

Slipping Surface multipoint Discharge,

Barrier Corona Discharge,

Magneto-Plasma Actuator,

combined High Frequency and Direct Current Discharge, and,

Plasma Synthetic Jet.

Following design, manufacturing and improvement phases, these actuators are being experimentally and numerically studied to characterise their impacts on a flow. Then, they are being implemented on single-stream nozzles for acoustic tests in various wind tunnel facilities.

To reduce jet noise effectively, these developments of plasma actuators are being supported by the definition of control strategies and investigations on the physics of instability waves. CNRS has worked on an optimised actuation involving the most unstable modes and has developed a reduced order model of the jet reproducing the dynamics of the essential sound-producing flow motions.


In order to control the instability waves, a mathematical model of its parameters in the vicinity of the nozzle orifice was constructed by TsAGI, who also showed that it was possible to control artificially excited instability waves.

Experimental approaches have also been developed by CNRS and CIAM to extract the instability wave components from the whole jet. First analysis of the response of the flow to unsteady forcing suggests that high levels of excitation of the jet with plasma actuators could lead to non-linear behaviour.

All in all, the results obtained by ORINOCO during the first stage are very encouraging. The initial results of theoretical and experimental investigations have indicated a real possibility of reducing jet noise by acting on instability waves.

During the second stage, these activities will continue and will be complemented by:-

a wavelet approach (University of Roma Tre),

numerical simulation and tomographic PIV (NLR), and,

investigation of stability properties of a boundary layer subjected to a plasma actuation (CIRA).

New plasma actuators have been developed and other existing types have been improved. These all are now being finalised before the acoustic assessment tests that will be performed during the second stage.

Coordinators: Franck Cléro (Onera), Victor Kopiev (TsAGI)

http://www.orinoco-project.org/

http://www.orinoco-project.org/


FLOCON Lars Enghardt, FLOCON coordinator, e-mail [email protected]

FLOCON will provide the European aero-engine industry with demonstrated methods to reduce broadband noise at source.

The broadband noise reduction concepts developed in FLOCON will be broadly applicable to the fan stage of all new aero-engine designs. A subset of the methods (to be determined within the programme) will be applicable also to core compressor designs. FLOCON itself will bring each concept up to Technology Readiness Level 4 (validation at laboratory scale) and recommend a subset for development to engine-ready level.

Recommendations containing all the necessary information for further development and exploitation will be produced. In particular, the experimentally determined efficacy of the methods together with extrapolation to expected performance at full engine scale will be given, in addition to an initial assessment of any penalties related to weight, aerodynamic performance, stress and/or mechanical complexity.

Summary - Achievements in the 2nd reporting period

Work package 1 - processing and analysis of hot-wire measurements of a fan rotor wake in a representative fan stage - DLR has measured the unsteady flow field downstream of the fan of an innovative high bypass ratio fan-module. Initial measurements had been performed inside Europe’s largest acoustic chamber at the ANECOM fan testbed under the VITAL programme.

Additional hot-wire measurements on the same fan testbed to cover a wider range of fan speeds were conducted in FLOCON with partner Rolls-Royce.

Figure 1. Typical turbulence intensity analysis result of UV-Probe at working line 3 at 50 % design speed



One probe location upstream of the rotor provides data on the intake boundary layer velocity and turbulence, whilst two hot-wire X-probes downstream of the rotor provide the 3D velocity vectors at a set of points. The time series have been processed using phase-locked averaging to provide the mean velocities and turbulence of the rotor wake. The turbulence intensity for a plane downstream of the rotor is depicted in fig. 1.

Work package 2 - leading edge and trailing edge tests in the ISVR test facility completed. The most effective leading edge (LE) treatment for reducing interaction noise has been identified: the ONERA wing design with a wavy LE structure (see fig. 2). An example of the measurement results showing the reduction potential of the most appropriate parameter set [λ, A] is shown in fig. 3.

Figure 2. ONERA wing design with LE treatment: Design parameters , A and CAD drawing (left) and manufactured wing (right)

Figure 3. Comparisons between baseline and ONERA wing spectra at 90° (left) and PWL reductions (dB) using the best configuration (right)

The most effective trailing edge (TE) treatment, the ISVR serrated TE configuration (see fig. 4), has been identified.


Figure 4. ISVR serrated TE configuration 1 treatment – zoom in

Both concepts were then chosen for further investigations. Similar noise reductions have been obtained in cascade tests with the ISVR TE design at ECL. Additional brushes have been installed and proven to mitigate the cascade self-noise radiation The experimental setup is depicted in fig. 5a, and, reduction results for a cascade equipped with the ISVR TE design are shown in fig. 5b. Low frequency noise reduction accompanied by a slight high frequency noise increase could be reliably reproduced.

Figure 5. a) Validation of the ECL rig for TE-noise measurements and b) observed TE noise reduction with serrations designed by ISVR

The ONERA LE design is currently installed on the stator vanes in the EADS rotating laboratory scale test rig and will be tested in the final project year.

The tandem test using a combination of two single airfoils, i.e. the identified best TE concept from ISVR with the best LE concept from ONERA, has been completed. It is shown that there is added benefit for noise reductions in combining trailing edge serrations for reducing wake turbulence and leading edge serrations for reducing the leading edge response.

Work package 3 - the design of the EADS tuneable overtip acoustic treatment completed and the adaptive spliceless fan casing liner manufactured and tested

In Fig. 6a, a CAD picture of the final design is shown. First test results of the adaptive liner show a reduction of the Overall Sound Pressure Level (OASPL) from 3 dB up to 8 dB in the far-field in front of the intake of the fan-rig (Fig. 6b). The liner works well without heating (blue line). Heating increases the noise reduction effect in the far-field by up to 1dB (red line).

a) View of the rig with brushes b) Far field comparison: with long/with short/without serrations


a) CAD picture of the final design b) Experimental results in acoustic far-field

Figure 6: Impedance adaptive liner element as a tuneable overtip acoustic treatment.

Work package 4 - three concepts for fan broadband noise reduction under development:-

Blowing of pressurised air through the rotor blades to fill their wake

Wall boundary layer suction in front of the rotor plane

Installation of miniflaps on the trailing edge of the stator vanes to increase the aerodynamic turning and in turn decrease the stator angle of attack.

The aerodynamics and acoustics performance of these concepts is assessed supported by both numerical analytical and experimental investigations.

The experimental assessment is being performed in the DLR laboratory scale test facility in Berlin.

Several new rig parts had to be designed, optimised and manufactured. A first test campaign has been conducted for the boundary layer suction device. Reasonable broadband noise reductions up to 2 dB were found. The new stator with adjustable stator vanes has been manufactured by DLR; a photograph is depicted in Fig. 7.

Based on numerical results in project reporting period 1, the design of the in-rotor flow channels were finalised and frozen by MTU and USI. The new rotor blades are manufactured by USI and the tests at DLR are expected in 2012. Fig. 8 shows one of the new rotor blades with five independent internal flow channels. The numerical work to assess and extend the experimental findings is underway.


Figure 7: Stator with adjustable stator vanes

Figure 8: Redesigned blade of FLOCON Rotor with internal channels

FLOCON_Publishable_Summary-doc-5mar12

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/FLOCON_PubSum_36th.pdf


First Seminar on Airport Noise in Santiago, Chile, 6-7 December 2011 Umberto Iemma University Roma Tre – Rome, Italy, [email protected] Christian Gerard

Control Acustico – Santiago, Chile, [email protected]

Control Acustico, a Chilean noise and vibration consultant enterprise, specialising for more than 15 years in acoustic measurements, modelling and analysis, organised the first seminar on airport noise management in Santiago within the framework of the national project “Comprehensive Study of the Noise Components of the Arturo Merino Benítez Airport (SCEL)”. The seminar was led by Prof. Umberto Iemma of the Department of Mechanical and Industrial Engineering of the University of Rome (Roma Tre) and focussed on the ICAO Balanced Approach to aircraft community noise, and, also on strategies and actions currently in course of implementation within the European research and industrial communities. The rationale underlying the launch of this national project is essentially related to the rapid growth experienced by the airport (SCEL) during the last few years with a substantial increase of the number of operations and passengers per day. The intensification of the environmental impact due to this rapid development has been a cause of concern for the Civil Aeronautical Authority (Dirección General de Aeronáutica Civil - DGAC) heavily involved in the environmental protection of the community surrounding the airfield with particular attention being paid to the effects of noise caused by airport operations. The research project has covered not only the analysis of the current situation with a careful audit of the DGAC noise monitoring system and the current noise management scheme at the airport, but also a study of the different scenarios forecast for the near future. One of the most significant achievements of the project is the observation that the currently affected residential area is expected to become more and more sensitive to community noise problems in future, and, that, if no actions are taken to mitigate this tendency, the future development of the entire urban area would inevitably be heavily affected. The seminar was divided into three half-day lectures. The first one, devoted to the European approach to aircraft community noise problems, included a contribution from Dominique Collin (presented by Prof. Iemma), focussing on the X-Noise Coordination Action and on its close interrelationship with the ACARE Strategic Research Agenda. In the second and third lectures the problem was approached at a more technical level. Starting from basic principles related to the physics underlying the phenomena involved in the generation of aircraft noise, and, continuing with a careful description of the methods and tools currently available for prediction and analysis, the seminar concluded with a presentation of relevant previous experience and case studies. The seminar was attended by a highly qualified audience, with the participation of the representatives of the Chilean Ministries of Environment and Health and of all the major national institutions involved in environmental protection of the populace.




Prof Umberto Iemma presenting the Balanced Approach at the seminar

Noise measurement taken next to a departure flight in the AMB Airport


Liners

ACOUSTIC LINERS FOR MODERN AERO-ENGINES Acoustic liners are fundamental in ensuring jet aircraft are quiet and innovations on both theoretical and engineering fronts have enabled recent worthwhile developments, including on such as zero-splice intake liners and intake lip liners. An overview has been prepared for the CEAS-ASC and the X-Noise community in respect of these and other engine liners and giving also the context of the many practical requirements and indications of where more research is required:-

Although single-layer and double-layer liners with perforate and mesh facing sheets are standard on aero-engines, more research is required to understand their acoustic impedance characteristics

More research is also required into novel liner designs and novel materials for acoustic liners

In order to ensure aero-engine liners are optimised, improved duct propagation prediction models are required, in particular for 3D intakes (including non-linear propagation effects) and for 3D bypass ducts (including propagation through the jet shear layer).

The full overview is available on the restricted part of the www.xnoise.eu website at http://xnoise.eu/index.php?id=508


http://xnoise.eu/index.php?id=508


Recent major meetings

Acoustic Liners and Associated Propagation Techniques, 1st X-Noise EV Scientific Workshop / 15th CEAS-ASC Workshop, Lausanne, 13-14 October, 2011 – summary now in Events in www.noise.eu .

ANERS2011, Marseille, 2011 – proceedings for this cooperative European/US workshop now on reserved area in www.aners2011.com .

Noise Mapping Workshop, Madrid, 7-8 November 2011 – see report here NoiseMappingMadrid-report

47th International Symposium on Applied Aerodynamics – Wind Tunnel and Computation – a joint strategy for flow prediction, Paris, 26-28 March 2012 – WT&C2012-agenda and see www.3af-aerodynamics2012.com .

International Conference on Fan Noise, Technology and Numerical Methods, Senlis, 18-20 April 2012 – see www.fan2012.org .

18th AIAA/CEAS Aeroacoustics Conference (33rd AIAA Aeroacoustics Conference), Colorado USA, 4-6 June 2012 - here Aeroac12-event preview and see www.aiaa.org/aeroacoustics2012 .

Recent information

Snecma, Rolls Teams Demo Geared Open Rotor Under SAGE

In “Paris 2011 Future Aircraft, Real Rotors”, by Guy Norris, Aviation Week & Space Technology, June 20, 2011, p.74-77. SAGE=Sustainable And Green Engines, a Clean Sky project.

http://www.noise.eu/

http://www.aners2011.com/

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/AvNoiseMappingNov2011.pdf

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/Programme47th_2012.pdf

http://www.3af-aerodynamics2012.com/

http://www.fan2012.org/

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/AIAA_CEAS_18th.pdf

http://www.aiaa.org/aeroacoustics2012


Forthcoming major events

EURONOISE 2012, Ninth European Conference on Noise Control, Prague, Czech Republic, 10-13 June 2012– to which we are contributing several papers on aircraft noise aspects, see www.euronoise2012.cz .

Flow Induced Vibration (FIV2012) Conference in Trinity College Dublin, Ireland/Eire, 2-6 July 2012, see www.fiv2012.org .

Computational Experiment in Aeroacoustics Conference, Svetlogorsk,

Kaliningrad, Russia, 19-22 September 2012, see www.ceaa-w.imamod.ru .

Aeroacoustic Installation Effects & Novel Aircraft Architectures,

2nd X-Noise EV Scientific Workshop / 16th CEAS-ASC Workshop, Braunschweig, 11-12 October 2012 – preview here in

InstallnandNovelAircArch- preview – a key feature will be a presentation by Eugene Kors (Snecma) and others on recent developments in the major EC project OPENAIR – OPENAIR summary

http://www.euronoise2012.cz/

http://www.fiv2012.org/

http://www.ceaa-w.imamod.ru/

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/Article_CEAS_WS2012-6may12.pdf


OPENAIRsummary

Project introduction and objectives The aerospace industry has significantly grown over the years as more and more people are using air transport to travel for business or pleasure. These growing numbers of airplanes have put pressure on the public acceptance with respect to its environmental impact and in particular the noise aspects. Although significant noise reductions have been achieved in the past, continued improvement of the noise climate is required to mitigate annoyance as much as possible. Therefore, in the year 2000, a “group of personalities” has formulated a number of challenging goals for the aerospace industry, including several environmental goals. For “noise” an objective for 2020 was set to reduce noise annoyance caused by aircraft by half. ACARE# (the Advisory Council for Aeronautics Research in Europe) subsequently translated this objective in a 10 dB reduction per aircraft operation (departure or arrival). This goal is now known as one of the ACARE noise objectives for 2020. Progress towards the noise objective up to now has been achieved thanks to many projects that have been completed since the year 2000. A large contribution came from the SILENCE(R)§ project that proved a 5 dB reduction, based on 10 new noise reduction technologies when combined with the application of improved noise abatement procedures. OPENAIR now aims to continue this effort with a new set of “Generation 2” technologies at TRL# 5 that could provide a step change in source noise reduction. As part of the 7th Framework Program, OPENAIR started on 1st April 2009 as a four-year program with a total budget of 30 million euros financed with 18M€ by the European Commission. OPENAIR aims to deliver a 2.5 dB source noise reduction, beyond the SILENCE(R) achievements. The program is structured among 3 technical fields or strategies supported by a Technology Evaluation process to identify the applicability over the product range and the analysis of benefits:

Technology Evaluation

Integrated Propulsion System Design (IPSD)

Electronically Assisted Propulsion System Technologies (EAPST)

Airframe noise

Progress over this 3rd year of the project has been satisfactory. Most prototypes are available and some tests, such as all airframe noise tests, have already been completed. The remaining tests will be completed in 2012, followed by technology assessment on aircraft and at airport level. For the full 36-month report – see OPENAIRM36

Project website http://openair.xnoise.eu/ # For more on ACARE and TRL (Technology Readiness Level) – go to www.acare4europe.com . § For more on SILENCE(R) – go to www.xnoise.eu .

http://www.xnoise.eu/fileadmin/user_upload/Newsletter/OPENAIRM36PubSum.pdf

http://openair.xnoise.eu/

http://www.acare4europe.com/



April 2012

Rolls-Royce University Technology Centre in Gas Turbine Noise at the Institute of Sound and Vibration Research, University of Southampton RR A brief history of the Rolls-Royce University Technology Centre in Gas Turbine Noise at the Institute of Sound and Vibration Research, University of Southampton.

Over the last two decades Rolls-Royce plc has set up a network of University Technology Centres to support academic research in a range of key technology areas. Long-term relationships have been established at different universities as part of the Rolls-Royce research and development strategy, with a view to building and maintaining a critical mass of knowledge and expertise in different subject areas at the UTCs. Today this global network consists of thirty UTCs, and the subject areas include materials, heat transfer and aerodynamics, controls and systems engineering, gas turbine transmission systems and gas turbine noise. The UTC in gas turbine noise was officially launched on Tuesday 30

th November 1999, and is based

at the Institute of Sound and Vibration Research, University of Southampton. Initially Rolls-Royce planned to invest £1.6M over five years to establish the new noise UTC. At the onset, the key aim of the noise UTC was to work on problems related to generation and propagation of noise from gas turbine engines. Aircraft noise is a critical technical issue which needs to be addressed. One of the principal aims in the ACARE (Advisory Council for Aeronautics Research in Europe) 2020 vision is a 50% reduction in the perceived average noise levels. Notwithstanding the major advances that have been made in the past to reduce noise from aircraft engines, along with considerable investment in aircraft noise research, this vision still requires significant technological advances to make aeroplanes substantially quieter. The original director of the noise UTC was Professor Philip Nelson. Subsequently Professor Nelson was promoted to director of ISVR and then deputy vice-chancellor of the University of Southampton. Thus, in September 2001, Professor Jeremy Astley took over the role of UTC director. Professor Astley has now been the UTC director for ten years; more recently he has combined this role with the directorship of ISVR. The centre was originally managed by Dr Mike Fisher. Dr Fisher had worked in collaboration with Rolls-Royce for over thirty years prior to the inception of the UTC, and his long-standing efforts to establish and sustain a link between the ISVR and Rolls-Royce was undoubtedly a key factor in the formation of the noise UTC at the Institute. Dr Fisher was awarded the AIAA aeroacoustics award in 2005, prior to his retirement in 2006. Since then the UTC has been managed by Dr Rod Self. At present the UTC has around twenty-five staff, which includes University staff, Research Fellows, Research Associates and Doctoral students. Each year several new doctoral students will join the UTC and start PhD or EngD projects, whilst a number of doctoral students will graduate, so the total number of UTC staff generally remains year-on-year fairly static. The framework of the UTC is a relationship which provides unique links not only to Rolls-Royce but through it and through joint activities to many organisations and industrial partners in the aerospace sector within the UK and throughout Europe. As well as direct funding from Rolls-Royce, research income is sought from UK and European programmes. During the last decade the UTC has participated in a range of UK and EC projects. The original X-Noise project started in 1998, and when the UTC started (in 1999) the group were involved with the European projects RESOUND, RANNTAC, RAIN and DUCAT, all of which were organised under the auspices of the newly formed X-Noise consortium. Since then the UTC has participated in many subsequent EC projects, including two major noise projects: SILENCE(R) and OPENAIR. Also the ISVR/UTC acts as the national focal point for the new X-Noise EV project. Through its participation in National and European noise projects, and direct


collaboration with Rolls-Royce, the UTC group has been able to accumulate and retain a critical mass of experience and expertise in aircraft noise research. The UTC group's activities encompass a wide range of experimental, theoretical and computational work which is applied to investigate all aspects of aircraft noise, in particular noise from turbofan engines and (more recently) open rotors. Broadly the technical work can be categorized as: fan and turbine noise: duct acoustics; jet noise; and, advanced measurement techniques. Over the past decade, the group has investigated fan tone and turbomachinery broadband noise. Key research activities have included developing an engineering prediction method to predict “buzz-saw” or “multiple pure tone” noise from turbofan engines, and a range of predictive schemes to investigate broadband noise sources such as rotor-wake/stator interaction noise and rotor trailing edge (self) noise. Also advanced measurement techniques have been applied to broadband source localisation and characterisation, such as separating rotor and stator noise sources. Much of the effort on duct acoustics has focused on the use of linear acoustic propagation codes to investigate sound propagation and radiation from turbofan inlet and bypass ducts. These ducts contain acoustic lining, which has proved to be a highly effective noise control method. A key requirement is the ability to predict sound attenuation in lined flow ducts, and to understand how the attenuation can be increased. The group have researched various ways to improve sound attenuation in turbofan duct systems, including splice-less liners, segmented and other novel liner configurations, as well as the effect on the attenuation caused by non-uniform flow and geometry. The basis of much of the group’s jet noise research has been to develop engineering prediction schemes which incorporate aerodynamic data related to the turbulent flow field obtained from CFD simulations and input to the acoustic model. Over the past decade, a range of predictive schemes have been developed to examine single and coaxial jets, also taking into account temperature effects. The overall aim is to be able to address a variety of turbulent flow fields, including those generated by serrated and other non-axisymmetric nozzles. Other important elements of the group’s jet noise research has included improving near-field prediction capability, and examining how to predict noise inside the cone of silence. Advanced measurement techniques have been developed for model-scale and full-scale testing. Research facilities for noise research at the UTC include the DARP and Doak-jet facilities. The DARP (Defence and Aerospace Research Partnership) facility was commissioned in 2006 and is a low-turbulence, low-noise open-jet wind-tunnel facility housed in the ISVR anechoic chamber for the measurement of aerodynamic noise. The newly commissioned Doak-jet facility is a state-of-the-art facility for conducting laboratory scale jet-noise experiments, and has been used recently for a measurement program testing novel bleed valve designs. The UTC is well known for its work on applying inverse techniques to quantify acoustic sources on engines. A key long-standing research programme has involved the use of inverse techniques to identify acoustic sources in reverberant environments, so that acoustic testing could be conducted in test-cells, which traditionally would be highly unsuitable environments to gather any acoustic data for jet engines. More recently focus has turned to noise generated by open rotors, which offer the potential to be more fuel efficient compared to turbofan jet engines, but pose some challenging technical issues related to noise. Other areas of new research such as aircraft engine installation acoustics are also becoming more important as a more holistic approach to the noise problem is sought, and novel ideas and concepts such as using the airframe to shield noise are investigated more thoroughly. The Rolls-Royce University Technology Centre in Gas Turbine Noise at ISVR is an example of a long-standing collaborative arrangement between one of the UK’s (and the world’s) premier engineering companies, and one of the world’s leading research institutes on sound and vibration engineering. The relationship between academic research and its impact on people, society, and the economy, is one which is important to highlight and to promote in order to maximise the usefulness of new knowledge and technological advances. Noise research at the UTC covers the whole range of technology readiness levels. Over the past decade the noise UTC has proved a successful venture bringing together academic and industry research and development on aircraft noise.


Alan McAlpine (UK-NFP, ISVR)

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