Surface roughness noise prediction for silent aircraft experimental design SAX-40

Surface roughness noise is a potentially important contributor to airframe noise. In this paper, noise assessment due to surface roughness is performed for a conceptual Silent Aircraft design SAX-40 by means of a prediction model developed in previous theoretical work and validated experimentally. Estimates of three idealized test cases show that surface roughness could produce a significant noise level above that due to the trailing edge at high frequencies. Roughness height and roughness density are the two most significant parameters influencing surface roughness noise, with roughness height having the dominant effect. The ratio of roughness height to boundary-layer thickness is the relevant non-dimensional parameter and this decreases in the streamwise direction. The candidate surface roughness is selected for SAX-40 to meet an aggressive noise target and keep surface roughness noise at a negligible level. Copyright © 2008 by Yu Liu and Ann P. Dowling.

Landing gear for a 'silent' aircraft

The Silent Aircraft Initiative aims to provide a conceptual design for a large passenger aircraft whose noise would be imperceptible above the background level outside an urban airfield. Landing gear noise presents a significant challenge to such an aircraft. 1/10th scale models have been examined with the aim of establishing a lower noise limit for large aircraft landing gear. Additionally, the landing gear has been included in an integrated design concept for the 'Silent' Aircraft. This work demonstrates the capabilities of the closed-section Markham wind tunnel and the installed phased microphone arrays for aerodynamic and acoustic measurements. Interpretation of acoustic data has been enhanced by use of the CLEAN algorithm to quantify noise levels in a repeatable way and to eliminate side lobes which result from the microphone array geometry. Results suggest that highly simplified landing gears containing only the main struts offer a 12dBA reduction from modern gear noise. Noise treatment of simplified landing gear with fairings offers a further reduction which appears to be limited by noise from the lower parts of the wheels. The importance of fine details and surface discontinuities for low noise design are also underlined.

The calculation of acoustic shielding of engine noise by the Silent Aircraft Airframe

The Silent Aircraft airframe has a flying wing design with a large wing planform and a propulsion system embedded in the rear of the airframe with intake on the upper surface of the wing. In the present paper, boundary element calculations are presented to evaluate acoustic shielding at low frequencies. Besides the three-dimensional geometry of the Silent Aircraft airframe, a few two-dimensional problems are considered that provide some physical insight into the shielding calculations. Mean flow refraction effects due to forward flight motion are accounted for by a simple time transformation that decouples the mean-flow and acoustic-field calculations. It is shown that significant amount of shielding can be obtained in the shadow region where there is no direct line of sight between the source and observer. The boundary element solutions are restricted to low frequencies. We have used a simple physically-based model to extend the solution to higher frequencies. Based on this model, using a monopole acoustic source, we predict at least an 18 dBA reduction in the overall sound pressure level of forward-propagating fan noise because of shielding.

Modelling of equipment loaded panels for robust control investigations

This paper develops a modelling technique for equipment load panels which directly produces (adequate) models of the underlying dynamics on which to base robust controller design/evaluations. This technique is based on the use of the Lagrange's equations of motion and the resulting models are verified against those produced by a finite Element Method Model.

Challenges in the Silent Aircraft engine design

The Silent Aircraft Initiative goal is to design an aircraft that is imperceptible above background noise outside the airport boundary. The aircraft that fulfils this objective must also be economically competitive with conventional aircraft of the future and therefore fuel consumption and mechanical reliability are key considerations for the design. To meet these ambitious targets, a multi-fan embedded turbofan engine with boundary layer ingestion has been proposed. This configuration includes several new technologies including a variable area nozzle, a complex high-power transmission system, a Low Pressure turbine designed for low-noise, an axial-radial HP compressor, advanced acoustic liners and a low-speed fan optimized for both cruise and off-design operation. These technologies, in combination, enable a low-noise and fuel efficient propulsion system but they also introduce significant challenges into the design. These challenges include difficulties in predicting the noise and performance of the new components but there are also challenges in reducing the design risks and proving that the new concepts are realizable. This paper presents the details of the engine configuration that has been developed for the Silent Aircraft application. It describes the design approach used for the critical components and discusses the benefits of the new technologies. The new technologies are expected to offer significant benefits in noise reduction without compromising fuel burn. However, more detailed design and further research are required to fully control the additional risks generated by the system complexity.

Boundary-layer suction system design for laminar-flying-wing aircraft

The present study aims to provide insight into the parameters affecting practical laminar-flow-control suction power requirements for a commercial laminar-flying-wing transport aircraft. It is shown that there is a minimum power requirement independent of the suction system design, associated with the stagnation pressure loss in the boundary layer. This requirement increases with aerofoil section thickness, but depends only weakly on Mach number and (for a thick, lightly loaded laminar flying wing) lift coefficient. Deviation from the optimal suction distribution, due to a practical chamber-based architecture, is found to have very little effect on the overall suction coefficient; hence, to a good approximation, the power penalty is given by the product of the optimal suction flow rate coefficient and the average skin pressure drop. In the spanwise direction, through suitable choice of chamber depth, the pressure drop due to frictional and inertial effects may be rendered negligible. Finally, if there are fewer pumps than chambers, the average pressure drop from the aerofoil surface to the pump collector ducts, rather than to the chambers, determines the power penalty. For the representative laminar-flying-wing aircraft parameters considered here, the minimum power associated with boundary-layer losses alone contributes some 80-90% of the total power requirement. © 2011 by the American Institute of Aeronautics and Astronautics, Inc.