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NASA NTRS2024

Dual-Resonator Kinetic-Inductance Detector for Distinction between Signal and 1/ƒ Frequency Noise

Astronomical kinetic inductance detectors (KIDs), similar to quantum information devices, experience performance-limiting noise from materials. In particular, 1/ƒ (frequency) noise arises from two-level system defects (TLSs) in the circuit dielectrics and material interfaces and can be a dominant noise mechanism. Here, we present a dual-resonator KID (DuRKID), which is designed for improved noise-equivalent power relative to standard 1/ƒ -noise-limited KIDs. In this study we present the DuRKID schematic, a fabricated example, our first measurement results, a theoretical model including 1/ƒ noise, and a system-noise model containing additional noise sources. The circuit consists of two superconducting resonators sharing an electrical capacitance bridge of four capacitors, each of which hosts TLSs. The device is intended to operate using hybridization of the modes, which causes TLSs to either couple to one mode or the other, depending upon which capacitor they reside in. In contrast, the signal will affect a resonator inductance and, due to mode hybridization, this causes correlated frequency changes in both modes. Therefore, one can better distinguish the photon signal from the TLS frequency noise. To achieve hybridization, a TiN inductor is current biased to allow tuning of one bare-resonator mode into degeneracy with the other. Measurements show that the resonator modes hybridize as expected. The inter-resonator coupling and unintentional coupling of the two resonators to transmission lines are also characterized in measurements. A quantum information-science model allows device-parameter extraction from experimental data and a 1/ƒ noise analysis with uncorrelated noise. A system-noise analysis of the DuRKID, with comparisons to standard KIDs, is performed with generation-recombination noise and amplifier noise. The study reveals that the DuRKID can exhibit a large performance advantage over TLS-limited KID detectors.

N Forouzani↗

NASA NTRS2021

Acoustic Flight Simulator Architecture, Noise Training Aid Manual, and Its Training Benefits

The Revolutionary Vertical Lift Technology project at NASA is researching source noise and response to reduce the noise impact of vertical takeoff and landing aircraft. To aid in this effort to address community noise, Dr. Eric Greenwood has developed real-time helicopter noise modeling that uses noise hemispheres generated from measured acoustic data as a basis for informing predictions the ground noise footprint of a particular helicopter model. This report describes a depiction of the predicted ground noise footprint and related information on how to reduce the ground noise footprint. Additionally, it details how to use the acoustic flight simulator and its associated programs. Also included are the results from a brief survey asking potential users about what they thought about the noise training aid aspect of the acoustic flight simulator and whether the predicted ground noise footprint display would be useful in learning about how to decrease noise. In summary, potential users have indicated that the noise training aid would be beneficial in learning how their vehicle’s state affects noise.

noise, training, helicopter, simulation↗

DOE OSTI2023

BEYONDPLANCK VI. Noise characterization and modeling

We present a Bayesian method for estimating instrumental noise parameters and propagating noise uncertainties within the global BeyondPlanck Gibbs sampling framework, and apply this to Planck Low Frequency Instrument (LFI) time-ordered data. Following previous literature, we initially adopt a 1/ f model for the noise power spectral density (PSD), but find the need for an additional lognormal component in the noise model for the 30 and 44 GHz bands. We implement an optimal Wiener-filter (or constrained realization) gap-filling procedure to account for masked data. We then use this procedure to both estimate the gapless correlated noise in the time-domain, n corr , and to sample the noise PSD parameters, ξ n = {σ 0 , f knee , α, A p }. In contrast to previous Planck analyses, we assume piecewise stationary noise only within each pointing period (PID), not throughout the full mission, but we adopt the LFI Data Processing Center (DPC) results as priors on α and f knee . On average, we find best-fit correlated noise parameters that are mostly consistent with previous results, with a few notable exceptions. However, a detailed inspection of the time-dependent results reveals many important findings. First and foremost, we find strong evidence for statistically significant temporal variations in all noise PSD parameters, many of which are directly correlated with satellite housekeeping data. Second, while the simple 1/ f model appears to be an excellent fit for the LFI 70 GHz channel, there is evidence for additional correlated noise not described by a 1/ f model in the 30 and 44 GHz channels, including within the primary science frequency range of 0.1–1 Hz. In general, most 30 and 44 GHz channels exhibit deviations from 1/ f at the 2–3σ level in each one hour pointing period, motivating the addition of the lognormal noise component for these bands. For some periods of time, we also find evidence of strong common mode noise fluctuations across the entire focal plane. Overall, we conclude that a simple 1/ f profile is not adequate to fully characterize the Planck LFI noise, even when fitted hour-by-hour, and a more general model is required. These findings have important implications for large-scale CMB polarization reconstruction with the Planck LFI data, and the current work is a first attempt at understanding and mitigating these issues.

79 ASTRONOMY AND ASTROPHYSICS↗

NASA NTRS1980

Variation of aircraft noise annoyance

Laboratory and field studies were conducted to determine the basis for increased sensitivity of people to noise during aircraft noise studies. This change in sensitivity could be attributed to either a physiological time-of-day effect (i.e., a circadian rhythm) or simply to the total number of aircraft noise events experienced during a laboratory test period. In order to investigate the time-of-day factor, noise sensitivity measures were obtained from subjects at home with cassette tape recorders/headsets over a 24 hour period. The effect of number of aircraft noise events on noise sensitivity was investigated within a laboratory. In these tests, measures of sensitivity to noise were obtained from subjects before and after their exposure to varying numbers of aircraft noise events. The 24 hour data showed no evidence that noise sensitivity is physiologically cyclical. Consequently, these data can not explain annoyance response variation to aircraft noise tests conducted during the daytime. However, the number of aircraft noise events did influence the subject's noise sensitivity. This effect completely accounts for the systematic increase in noise sensitivity during a laboratory test period.

Dempsey, T. K.↗

NASA NTRS2000

The Alternative Low Noise Fan

A 106 bladed fan with a design takeoff tip speed of 1100 ft/sec was hypothesized as reducing perceived noise because of the shift of the blade passing harmonics to frequencies beyond the perceived noise rating range. A 22 in. model of this Alternative Low Noise Fan, ALNF, was tested in the NASA Glenn 9x 15 Wind Tunnel. 'Me fan was tested with a 7 vane long chord stator assembly and a 70 vane conventional stator assembly in both hard and acoustically treated configurations. In addition a partially treated 7 vane configuration was tested wherein the acoustic material between the 7 long chord stators was made inactive. The noise data from the 106 bladed fan with 7 long chord stators in a hard configuration was shown to be around 4 EPNdB quieter than a low tip speed Allison fan at takeoff and around 5 EPNdB quieter at approach. Although the tone noise behaved as hypothesized, the majority of this noise reduction was from reduced broadband noise related to the large number of rotor blades. This 106 bladed ALNF is a research fan designed to push the technology limits and as such is probably not a practical device with present materials technology. However, a low tip speed fan with around 50 blades would be a practical device and calculations indicate that it could be 2 to 3 EPNdB quieter at takeoff and 3 to 4 EPNdB quieter at approach than the Allison fan. 7 vane data compared with 70 vane data indicated that the tone noise was controlled by rotor wake-stator interaction but that the broadband noise is probably controlled by the interaction of the rotor with incoming flows. A possible multiple pure tone noise reduction technique for a fan/acoustic treatment system was identified. The data from the fully treated configuration showed significant noise reductions over a large frequency range thereby providing a real tribute to this bulk absorber treatment design. The tone noise data with the partially treated 7 vane configuration indicated that acoustic material in the source noise generation region may be more effective than similar material outside of the generation region.

Dittmar, James H.↗

NASA NTRS2012

Core Noise: Overview of Upcoming LDI Combustor Test

This presentation is a technical summary of and outlook for NASA-internal and NASA-sponsored external research on core (combustor and turbine) noise funded by the Fundamental Aeronautics Program Fixed Wing Project. The presentation covers: the emerging importance of core noise due to turbofan design trends and its relevance to the NASA N+3 noise-reduction goal; the core noise components and the rationale for the current emphasis on combustor noise; and the current and planned research activities in the combustor-noise area. Two NASA-sponsored research programs, with particular emphasis on indirect combustor noise, "Acoustic Database for Core Noise Sources", Honeywell Aerospace (NNC11TA40T) and "Measurement and Modeling of Entropic Noise Sources in a Single-Stage Low-Pressure Turbine", U. Illinois/U. Notre Dame (NNX11AI74A) are briefly described. Recent progress in the development of CMC-based acoustic liners for broadband noise reduction suitable for turbofan-core application is outlined. Combustor-design trends and the potential impacts on combustor acoustics are discussed. A NASA GRC developed nine-point lean-direct-injection (LDI) fuel injector is briefly described. The modification of an upcoming thermo-acoustic instability evaluation of the GRC injector in a combustor rig to also provide acoustic information relevant to community noise is presented. The NASA Fundamental Aeronautics Program has the principal objective of overcoming today's national challenges in air transportation. The reduction of aircraft noise is critical to enabling the anticipated large increase in future air traffic. The Quiet Performance Research Theme of the Fixed Wing Project aims to develop concepts and technologies to dramatically reduce the perceived community noise attributable to aircraft with minimal impact on weight and performance.

Hultgren, Lennart S.↗

NASA NTRS2013

Jet-Surface Interaction Test: Phased Array Noise Source Localization Results

An experiment was conducted to investigate the effect that a planar surface located near a jet flow has on the noise radiated to the far-field. Two different configurations were tested: 1) a shielding configuration in which the surface was located between the jet and the far-field microphones, and 2) a reflecting configuration in which the surface was mounted on the opposite side of the jet, and thus the jet noise was free to reflect off the surface toward the microphones. Both conventional far-field microphone and phased array noise source localization measurements were obtained. This paper discusses phased array results, while a companion paper (Brown, C.A., "Jet-Surface Interaction Test: Far-Field Noise Results," ASME paper GT2012-69639, June 2012.) discusses far-field results. The phased array data show that the axial distribution of noise sources in a jet can vary greatly depending on the jet operating condition and suggests that it would first be necessary to know or be able to predict this distribution in order to be able to predict the amount of noise reduction to expect from a given shielding configuration. The data obtained on both subsonic and supersonic jets show that the noise sources associated with a given frequency of noise tend to move downstream, and therefore, would become more difficult to shield, as jet Mach number increases. The noise source localization data obtained on cold, shock-containing jets suggests that the constructive interference of sound waves that produces noise at a given frequency within a broadband shock noise hump comes primarily from a small number of shocks, rather than from all the shocks at the same time. The reflecting configuration data illustrates that the law of reflection must be satisfied in order for jet noise to reflect off of a surface to an observer, and depending on the relative locations of the jet, the surface, and the observer, only some of the jet noise sources may satisfy this requirement.

Podboy, Gary G.↗

NASA NTRSDate not supplied

Assessment of Next Generation Airframe Noise Prediction Methods with PAA and ASN Flight Test Data

This paper presents an assessment of the airframe noise prediction capability in the research version of the NASA Aircraft Noise Prediction Program (ANOPP) with the objective of validating the accuracy of the current prediction methods, and more importantly, identifying the potential improvements to update the methods. The assessment compares predictions of the individual noise components currently implemented in ANOPP, including the landing gear, the slat, the flap, and the trailing edge noise, with the data from the Propulsion Airframe Aeroacoustics and Aircraft System Noise flight test conducted as part of the Boeing 2020 ecoDemonstrator program on a Boeing 787-10 Etihad Airways aircraft. For each component, prediction errors and discussions are presented for the noise characteristics, covering not only the source features but also the installation effects. It is shown that the predictions by the research level methods in ANOPP capture the major noise features, but improvement potential is identified in two main categories. The first includes minor features that have not been sufficiently modeled in the current methods, the noise due to interactions of the landing gear wake with the flaps and the slat bracket noise, for example. The second is related to changes in modern aircraft designs, which may alter the noise source mechanisms, and thus, calls for major improvements and updates on the current prediction models, examples including the flap side edge noise for modern flap systems and the trailing edge noise for realistic wings with taper and sweep. To illustrate the progress of the method development, previous generations of airframe noise models in ANOPP are also compared with the flight test data.

Yueping Guo↗

NASA NTRS2021

Aircraft System Noise of the NASA D8 Subsonic Transport Concept

A vehicle-level noise assessment has been performed for the NASA D8 (ND8) concept aircraft in the NASA Advanced Air Transport Technology Project portfolio. The NASA research-level Aircraft Noise Prediction Program was used to predict the noise from each source component on the ND8 to build up a noise estimate for the full aircraft. The propulsion airframe aeroacoustic effects of the ND8 (namely, boundary-layer ingestion, with its influence on fan noise; and the noise shielding, reflection, and diffraction mechanisms of the unconventional airframe) were empirically modeled using experimental data. Far-term noise reduction technology concepts were modeled and added to the noise prediction to evaluate the low-noise potential of the ND8 in the far-term timeframe. Results indicate that the increase in fan noise due to boundary-layer ingestion, as well as the lack of aft shielding, prevents the aircraft from approaching NASA’s noise goals for either the midterm or far term. The aircraft achieves margins to Stage 4 of only 9.4 and 17.3 effective perceived noise in decibels (EPNdB) in the midterm and far-term configurations, respectively, compared with goals of 32–42 EPNdB in the midterm and 42-52 EPNdB in the far term.

aircraft system noise↗

NASA NTRS2021

Noise Exposure Maps of Urban Air Mobility

A noise exposure map is “a scaled geographic depiction of an airport, its noise exposure contours, noise-sensitive facilities, and land uses in the airport surrounding area” developed in accordance with the FAA’s 14 Code of Federal Regulation Part 150. This paper is the first to explore the applicability of airport noise exposure maps to Urban Air Mobility (UAM). The FAA’s airport noise compatibility planning program is first described. Then the applicability of the noise exposure map to Urban Air Mobility (UAM) is explored. Finally, new airspace infrastructure, including vertiport locations and UAM routes from NASA’s UAM engineering simulations, and local noise-sensitive facility locations and land use information were collected and processed to develop the noise exposure maps of UAM near the Dallas-Fort Worth area. The DNL noise contours resulting from a six-passenger electric quadrotor prototype vehicle are predicted using NASA’s AIRNOISEUAM software. The noise exposure maps of UAM are generated automatically using Python’s data analysis and visualization libraries. The results have applications for UAM’s noise compatibility planning, noise-reducing route planning, and vertiport location selection

Urban Air Mobility↗

NASA NTRS2021

Noise Exposure Map of Urban Air Mobility

Urban Air Mobility↗

NASA NTRS2021

Simulation of Landing and Take-Off Noise for Supersonic Transport Aircraft at a Conceptual Design Fidelity Level

The German Aerospace Center has launched an internal project to assess the noise impact associated with supersonic transport aircraft during approach and departure. A dedicated simulation process is established to cover all relevant disciplines, i.e., aircraft and engine design, engine installation effects, flight simulation, and system noise prediction. The core of the simulation process is comprised of methods at the complexity and fidelity level of conceptual aircraft design, i.e., typical overall aircraft design methods and a semi-empirical approach for the noise modeling. Dedicated interfaces allow to process data from high fidelity simulation that will support or even replace initial low fidelity results in the long run. All of the results shown and discussed in this study are limited to the fidelity level of conceptual design. The application of the simulation process to the NASA 55t Supersonic Technology Concept Aeroplane, i.e., based on non-proprietary data for this vehicle, yields similar noise level predictions when compared to the published NASA results. This is used as an initial feasibility check of the new process and confirms the underlying methods and models. Such an initial verification of the process is understood as an essential step due to the lack of available noise data for supersonic transport aircraft in general. The advantageous effect of engine noise shielding on the resulting system noise is demonstrated based on predicted level time histories and certification noise levels. After this initial verification, the process is applied to evaluate a conceptual supersonic transport design based on a PhD thesis with two engines mounted under the wing, which is referred to as aircraft TWO. Full access to this vehicle’s design and performance data allows to investigate the influence of flight procedures on the resulting noise impact along approach and departure. These noise results are then assembled according to proposed Federal Aviation Agency regulations in their Notice of Proposed Rulemaking, e.g., speed limitations, for Supersonic transport noise certification and the regulations from Noise Chapters of the Annex 16 from the International Civil Aviation Organization in order to evaluate the resulting levels as a function of the flight procedure.

noise↗

DOE OSTI2025

Noise in Intense Electron Bunches (Final Technical Report)

The goal of this project is to investigate density fluctuations in electron bunches. Noise and density fluctuations in relativistic electron bunches, accelerated in a linac, are of critical importance to various Coherent Electron Cooling (CEC) concepts as well as to free-electron lasers (FELs). For CEC, the beam noise results in additional diffusion that counteracts cooling; and if this noise is not controlled at sufficiently low level, the noise heating effects can overcome cooling. There have been several proposals in the past to suppress the noise in the beam in the frequency range of interest in order to optimize the cooling effects. In SASE FELs a microwave instability starts from the initial noise in the beam and eventually leads to the beam microbunching yielding coherent radiation, and the initial noise in the FEL bandwidth plays a useful role. In seeded FELs, in contrast, such noise interferes with the seed signal, so that reducing noise at the initial seed wavelength would lower the seed laser power requirement. Our major goals were (1) to measure the electron beam density noise level in a 0.5 – 10 um wavelength range, (2) to predict the beam noise level in order to compare with the measurements, and (3) as a stretch goal, to find mechanisms that affect the beam noise to control its level in a predictable manner.

43 PARTICLE ACCELERATORS↗

NASA NTRS1976

Insights into the nature and control of rotor noise

The dynamics of four important farfield rotating blade noise sources are summarized and techniques for noise reduction are discussed. These four noise areas include the role of unsteady blade surface loads on rotational noise, the effect of turbulent inflow on the radiated broadband noise of an airfoil, the influence of the trailing vortex on impulsive noise and tail rotor noise, and the effect of blade geometry on high-speed impulsive noise. These noise mechanisms occur to varying degrees on both helicopter rotors and propellers. Considerable theoretical work was done in the area of high-speed impulsive noise resulting from the geometry of the rotating blade system. Both model and full-scale experimental correlation of helicopter and propeller high-speed noise are presented. The effect of blade number and airfoil thickness distribution in reducing the high-speed noise is shown.

Pegg, R. J.↗

NASA NTRS1980

Acceptance and control of aircraft interior noise and vibration

Ride quality criteria for noise, vibration, and their combination in the helicopter cabin environment are discussed. Results are presented of laboratory and field studies of passenger responses to interior noise and vibration during the performance of a listening task and during reverie, as well as to the interaction of noise with multi-frequency and multi-axis vibration. A study of means for reducing helicopter interior noise based on analytical, experimental and flight studies of the near-field noise source characteristics of the aircraft, the transmission of noise through aircraft structures and the attenuation of noise by various noise control treatments is then presented which has resulted in a reduction of 3 dB in helicopter cabin noise. Finally, a model under development to evaluate passenger acceptance of a helicopter noise and vibration environment is indicated which incorporates the observed noise and vibration effects on comfort and is expected to provide insights for more effective noise and vibration control.

Stephens, D. G.↗

NASA NTRS1980

Aircraft noise control in the 1980's

It is pointed out that a need exists for the orderly development of technology and engineering methods for noise control of all types of aircraft. The nature and scope of aircraft noise problems are reviewed, and a description is provided of noise control progress made to date. The most serious aircraft noise problems confronting communities in the past two decades have been associated with the subsonic air carrier jet transport. Operational trends related to traffic growth and operational constraints are examined, and noise level trends are considered, taking into account engine cycle developments, the role of Federal noise certification, future noise exposures, and multiple noise sources. Advanced source noise reduction technology developments are discussed along with a noise impact assessment, and advanced operating procedures. Attention is also given to engine noise and sonic boom exposures in connection with supersonic air carrier aircraft, and exterior and interior noise control related to propeller/rotor aircraft.

Hubbard, H. H.↗

NASA NTRS1985

Methods for designing treatments to reduce interior noise of predominant sources and paths in a single engine light aircraft

The sources and paths by which noise enters the cabin of a small single engine aircraft were determined through a combination of flight and laboratory tests. The primary sources of noise were found to be airborne noise from the propeller and engine casing, airborne noise from the engine exhaust, structureborne noise from the engine/propeller combination and noise associated with air flow over the fuselage. For the propeller, the primary airborne paths were through the firewall, windshield and roof. For the engine, the most important airborne path was through the firewall. Exhaust noise was found to enter the cabin primarily through the panels in the vicinity of the exhaust outlet although exhaust noise entering the cabin through the firewall is a distinct possibility. A number of noise control techniques were tried, including firewall stiffening to reduce engine and propeller airborne noise, to stage isolators and engine mounting spider stiffening to reduce structure-borne noise, and wheel well covers to reduce air flow noise.

Hayden, Richard E.↗

NASA NTRS1997

Combustion Noise at Elevated Pressures in a Liquid-Fueled Premixed Combustor

Noise generated in gas turbine combustors can exist in several forms-broadband noise, sharp resonant peaks, and regular or intermittent nonlinear pulsing. In the present study, dynamic pressure measurements were made in several JP-5-fueled combustor configurations, at various mean pressures and temperatures. The fluctuating pressure was measured at mean pressures from 6 to 14 atm and inlet temperatures from 550 K to 850 K. The goal of the present work was to study the effect of changes in mean flow conditions on combustor noise: both broadband noise and sharp tones were considered. In general, the shape of the broadband noise spectrum was consistent from one configuration to another. The shape of the spectrum was influenced by the acoustic filtering of the combustion zone. This filtering ensured the basic consistency of the spectra. In general, the trends in broadband noise observed at low mean pressures were also seen at high mean pressures; that is, the total sound level decreased with both increasing equivalence ratio and increasing inlet temperature. The combustor configurations without a central pilot experienced higher broadband noise levels and were more susceptible to narrow peak resonances than configurations with a central pilot. The sharp peaks were more sensitive to the mean flow than was the broadband noise, and the effects were not always the same. In some situations, increasing the equivalence ratio made the sharp peaks grow, while at other conditions, increasing the equivalence ratio made the sharp peaks shrink. Thus, it was difficult to predict when resonances would occur; however, they were reproducible. Acoustic coupling between the upstream and downstream regions of the combustor may play a role in the sharp-peaked oscillations. Noise was also observed near lean blow out. As with other types of noise, lean blow out noise was affected by the combustion chamber acoustics, which apparently maintains the fluctuations at a uniform frequency. However, the actual conditions when this type of noise was experienced appeared to simply follow the lean blow out limit as it varied with mean temperature and pressure.

Darling, Douglas↗