Measurements of propeller noise in a light turboprop airplane
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Wilby, J. F.↗
Engineering topics
Wilby, J. F.
Publications and source records attributed to Wilby, J. F..
Analysis of in-flight acoustic data for a twin-engined turboprop airplane
Acoustic measurements were made on the exterior and interior of a general aviation turboprop airplane during four flight tests. The test conditions were carefully controlled and repeated for each flight in order to determine data variability. For the first three flights the cabin was untreated and for the fourth flight the fuselage was treated with glass fiber batts. On the exterior, measured propeller harmonic sound pressure levels showed typical standard deviations of +1.4 dB, -2.3 dB, and turbulent boundary layer pressure levels, +1.2 dB, -1.6. Propeller harmonic levels in the cabin showed greater variability, with typical standard deviations of +2.0 dB, -4.2 dB. When interior sound pressure levels from different flights with different cabin treatments were used to evaluate insertion loss, the standard deviations were typically plus or minus 6.5 dB. This is due in part to the variability of the sound pressure level measurements, but probably is also influenced by changes in the model characteristics of the cabin. Recommendations are made for the planning and performance of future flight tests to measure interior noise of propeller-driven aircraft, either high-speed advanced turboprop or general aviation propellers.
Wilby, J. F.↗
Measurements of propeller noise in a light turboprop airplane
In-flight acoustic measurements have been made on the exterior and interior of a twin-engined turboprop airplane under controlled conditions to study data repeatability. It is found that the variability of the harmonic sound pressure levels in the cabin is greater than that for the exterior sound pressure levels, typical values for the standard deviation being +2.0 dB and -4.2 dB for the interior, versus +1.4 dB and -2.3 dB for the exterior. When insertion losses are determined for acoustic treatments in the cabin, the standard deviations of the data are typically + or - 6.5 dB. It is concluded that additional factors, such as accurate and repeatable selection of relative phase between propellers, controlled cabin-air-temperatures, installation of baseline acoustic absorption, and measurement of aircraft attitude, should be considered in order to reduce uncertainty in the measured data.
Wilby, J. F.↗
Acoustic Load Considerations for Spacecraft Structures
An analytical model to predict the space averaged sound pressure levels in the payload bay of the Space Shuttle orbiter vehicle at lift-off was developed. A modified form of the model can also be used to predict vibration levels of the orbiter mid fuselage and to evaluate noise control concepts for the interior of the proposed Aft Cargo Carrier (ACC). The analytical model is presented and predicted payload bay sound pressure levels are compared with launch data for an empty bay. Estimated and measured sound pressure levels for regions above large diameter payloads are found to be significantly higher than those for the empty bay. The use of helium as a purge gas to reduce sound pressure levels in the ACC is proposed.
Wilby, J. F.↗
In-flight acoustic measurements on a light twin-engined turboprop airplane
Four series of flight tests were conducted to measure sound pressure levels inside and outside the cabin of a twin-engined turboprop airplane. Particular emphasis was placed on harmonics of the propeller blade passage frequency. The cabin was unfurnished for the first three flights, when the main objective was to investigate the repeatability of the data. For the fourth flight, the cabin was treated with fiberglass batts. Typically, the exterior sound pressure levels were found to vary 3 to 5 dB for a given harmonic, but variations as high as 8 dB were observed. The variability of harmonic levels within the cabin was slightly higher but depended on control of the relative phase between the propellers; when phase was not controlled the average variability was about 10 dB. Noise reductions provided by the fuselage structure were in the range of 20 to 40 dB, when an exterior microphone in the plane of rotation of the propeller was used as reference.
Wilby, J. F.↗
An analysis of sound absorbing linings for the interior of the NASA Ames 80 x 120-foot wind tunnel
It is desirable to achieve low frequency sound absorption in the tests section of the NASA Ames 80X120-ft wind tunnel. However, it is difficult to obtain information regarding sound absorption characteristics of potential treatments because of the restrictions placed on the dimensions of the test chambers. In the present case measurements were made in a large enclosure for aircraft ground run-up tests. The normal impedance of the acoustic treatment was measured using two microphones located close to the surface of the treatment. The data showed reasonably good agreement with analytical methods which were then used to design treatments for the wind tunnel test section. A sound-absorbing lining is proposed for the 80X120-ft wind tunnel.
Wilby, J. F.↗
Flight investigation of cabin noise control treatments for a light turboprop aircraft
The in-flight evaluation of noise control treatments for a light, twin-engined turboprop aircraft presents several problems associated with data analysis and interpretation. These problems include data repeatability, propeller synchronization, spatial distributions of the exterior pressure field and acoustic treatment, and the presence of flanking paths. They are discussed here with regard to a specific aeroplane configuration. Measurements were made in an untreated cabin and in a cabin fitted with an experimental sidewall treatment. Results are presented in terms of the insertion loss provided by the treatment and comparison made with predictions based on laboratory measurements.
Wilby, J. F.↗
Wind tunnel acoustic study of a propeller installed behind an airplane empennage: Data report
The open test section of the NASA-Ames 7- by 10- ft wind tunnel was used for an acoustic test of a propeller mounted behind an airplane empennage. The empennage was attached to a model fuselage and the propeller with its electric motor drive was mounted separately so that the relative positions of empennage and propeller could be varied. A single vertical fin, and a V-tail with, and without, a dorsal fin configurations were used the model propeller had four blades (SR-1). Data were recorded at several locations for two tunnel flow speeds (45.7) and 62.5 m/s) and propeller speeds in the range 4000 to 8200 rpm. Data reduction was performed in narrowband and one-third octave band spectra, with emphasis on harmonics of the passage frequency blade. The influence of flow speed, propeller rpm, empennage configuration, axial and vertical separation between propeller axis and empennage centerline, and empennage angle of incidence on propeller harmonic levels and acoustic field directivity are studied.
Wilby, J. F.↗
Sources, paths, and concepts for reduction of noise in the test section of the NASA Langley 4x7m wind tunnel
NASA is investigating the feasibility of modifying the 4x7m Wind Tunnel at the Langley Research Center to make it suitable for a variety of aeroacoustic testing applications, most notably model helicopter rotors. The amount of noise reduction required to meet NASA's goal for test section background noise was determined, the predominant sources and paths causing the background noise were quantified, and trade-off studies between schemes to reduce fan noise at the source and those to attenuate the sound generated in the circuit between the sources and the test section were carried out. An extensive data base is also presented on circuit sources and paths.
Hayden, R. E.↗
Propeller aircraft interior noise model
An analytical model was developed to predict the interior noise of propeller-driven aircraft. The fuselage model is that of a cylinder with a structurally-integral floor. The cabin sidewall is stiffened by stringers and ring frames, and the floor by longitudinal beams. The cabin interior is covered with a sidewall treatments consisting of layers of porous material and an impervious trim septum. Representation of the propeller pressure field is utilized as input data in the form of the propeller noise signature at a series of locations on a grid over the fuselage structure. Results obtained from the analytical model are compared with test data measured by NASA in a scale model cylindrical fuselage excited by a model propeller.
Pope, L. D.↗
Noise Control in Propeller-Driven Aircraft
Analytical model predicts noise levels inside propeller-driven aircraft during cruise at mach 0.8. Double wall sidewalls minimize interior noise and weight. Model applied to three aircraft with fuselages of different size (wide-body, narrow-body, and small-diameter) to determine noise reductions required to achieve A-weighted sound level not to exceed 80 dB.
Rennison, D. C.↗
Application of stiffened cylinder analysis to ATP interior noise studies
An analytical model developed to predict the interior noise of propeller driven aircraft was applied to experimental configurations for a Fairchild Swearingen Metro II fuselage exposed to simulated propeller excitation. The floor structure of the test fuselage was of unusual construction - mounted on air springs. As a consequence, the analytical model was extended to include a floor treatment transmission coefficient which could be used to describe vibration attenuation through the mounts. Good agreement was obtained between measured and predicted noise reductions when the foor treatment transmission loss was about 20 dB - a value which is consistent with the vibration attenuation provided by the mounts. The analytical model was also adapted to allow the prediction of noise reductions associated with boundary layer excitation as well as propeller and reverberant noise.
Wilby, E. G.↗
Space Shuttle payload bay acoustics prediction study. Volume 3A: Addendum to computer users' manual
Since the publication of the Computer User's Manual for Payload Acoustics Environment for Shuttle (PACES), the analytical model was validated by means of measured data from the first three shuttle lift-offs. During the validation process, new information became available and five changes were made to the input data and the computer program. Three changes affect the user. They are: a revision to the recommended exterior sound pressure levels, a revision to the recommended payload bay acoustic absorption coefficients, and a revision to the vertical station datum for the payload bay. The two other changes do not involve the user. The changes are associated with the output of confidence limits for the predicted space-average sound pressure levels in the payload bay, and a modification to the analytical representation of the payload bay door. The changes are discussed briefly in this Addendum to the Computer User's Manual.
Wilby, J. F.↗
An evaluation of Space Shuttle STS-3 payload bay acoustic data and comparison with predictions
Acoustic data inside the payload bay and over the exterior of the orbiter were collected. The data were used to evaluate the Payload Acoustic Environment for Shuttle (PACES) computer program.
Wilby, J. F.↗
An evaluation of Space Shuttle STS-3 payload bay acoustic data and comparison with predictions
Acoustic data collected inside the payload bay and over the exterior of the orbiter collected during the third launch (STS 3) were analyzed and evaluated.
Wilby, J. F.↗
An evaluation of Space Shuttle STS-2 payload bay acoustic data and comparison with predictions
Space average sound pressure levels computed from measurements at 18 locations in the payload bay of the Space Shuttle orbiter vehicle during the STS-2 launch were compared with predicted levels obtained using the PACES computer program. The comparisons were performed over the frequency range 12.5 Hz to 1000 Hz, since the test data at higher frequencies are contaminated by instrumentation background noise. In general the PACES computer program tends to overpredict the space average sound levels in the payload bay, although the magnitude of the discrepancy is usually small. Furthermore the discrepancy depends to some extent on the manner in which the payload is modeled analytically, and the method used to determine the "measured' space average sound pressure levels. Thus the difference between predicted and measured sound levels, averaged over the 20 one third octave bands from 12.5 Hz to 1000 Hz, varies from 1 dB to 3.5 dB.
Wilby, J. F.↗
An evaluation of Space Shuttle STS-1 payload bay acoustic data and comparison with predictions
During the first launch (STS-1) of the Space Shuttle orbiter vehicle, sound pressure levels were measured at several locations in the payload bay of the vehicle and on the exterior surface. The data were obtained in order to provide validation for prediction procedures for interior and exterior sound pressure levels and to determine, independently, the acoustic environment in the payload bay during actual launch conditions.
Wilby, J. F.↗
Analytical prediction of aerospace vehicle vibration environments
Considerable attention has been given recently to the formulation and validation of analytical models for the prediction of aerospace vehicle vibration response to acoustic and fluctuating pressures. This paper summarizes the development of such analytical models for two applications, (1) structural vibrations of the Space Shuttle orbiter vehicle due to broadband rocket noise and aerodynamic boundary layer turbulence, and (2) structural vibrations of general aviation aircraft due to discrete frequency propeller and reciprocating engine exhaust noise. In both cases, the spatial exterior excitations are convected pressure fields which are described on the basis of measured cross spectra (coherence and phase) information. Structural modal data are obtained from analytical predictions, and structural responses to appropriate excitation fields are calculated. The results are compared with test data, and the strengths and weaknesses of the analytical models are assessed.
Wilby, J. F.↗