The Experts below are selected from a list of 3252 Experts worldwide ranked by ideXlab platform
Jonathan A. Seidel - One of the best experts on this subject based on the ideXlab platform.
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perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
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Perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:© 2016, American Institute of Aeronautics and Astronautics Inc, AIAA. All Rights Reserved. A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA’s N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called “programmed lapse rate” was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
Dennis L. Huff - One of the best experts on this subject based on the ideXlab platform.
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perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
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Perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:© 2016, American Institute of Aeronautics and Astronautics Inc, AIAA. All Rights Reserved. A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA’s N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called “programmed lapse rate” was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
Brenda S Henderson - One of the best experts on this subject based on the ideXlab platform.
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perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
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Perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:© 2016, American Institute of Aeronautics and Astronautics Inc, AIAA. All Rights Reserved. A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA’s N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called “programmed lapse rate” was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
Jeffrey J. Berton - One of the best experts on this subject based on the ideXlab platform.
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perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
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Perceived noise analysis for offset jets applied to commercial supersonic aircraft
54th AIAA Aerospace Sciences Meeting, 2016Co-Authors: Dennis L. Huff, Brenda S Henderson, Jeffrey J. Berton, Jonathan A. SeidelAbstract:© 2016, American Institute of Aeronautics and Astronautics Inc, AIAA. All Rights Reserved. A systems analysis was performed with experimental jet noise data, Engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable Engine Cycles that meet NASA’s N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called “programmed lapse rate” was evaluated for noise reduction benefits. Results show there are two types of Engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream Variable-Cycle Engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-Engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust Engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with Engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.
Feijia Yin - One of the best experts on this subject based on the ideXlab platform.
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equilibrium running principle analysis on an adaptive Cycle Engine
Applied Thermal Engineering, 2018Co-Authors: Junchao Zheng, Hailong Tang, Min Chen, Feijia YinAbstract:Abstract As an evolutional concept of Variable Cycle Engine, the adaptive Cycle Engine draws widely attention with high expectations. It combines a Variable geometry schedule and component matching principles to demonstrate its advantages such as avoiding severe inlet spillage drag and the wide Variable Cycle characteristics. Thus, this paper aims at equilibrium running principle analysis on an adaptive Cycle Engine at Variable operating modes, deriving the equilibrium running equations of an adaptive Cycle Engine for the first time, and exploring the physical essence of components matching principle on the basis of a newly developed nonlinear component-based adaptive Cycle Engine performance model. It uncovers the physical essence of components matching relationships and provides mathematical derivation of equilibrium running principles which lay theoretical foundation of the Variable geometries modulation schedule and overall performance optimization on an adaptive Cycle Engine.
