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Rome Univ. 28/05/2004 - 1CFMI Proprietary Information -Unauthorized Disclosure, Use, or Export are Prohibited.
AIRCRAFT ENGINE AIRCRAFT ENGINE NOISENOISE
ROME AERONAUTICAL ENGINEERING UNIVERSITY
May the 28th, 2004
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* Entry Into Service Year
2000 *1970 1980 1990
B737 CL / CFM56-3
B737 NG / CFM56-7
B727-200
5 dB
B737-200
A320 / CFM56-5A
A320 / CFM56-5B
110-130 paxoptimization of noise
reduction technologies 1.5 dBreduction per
operation
high bypass ratio enginesentry into service
7 to 8 dBreduction per
operation
140-160 pax
Average Noise Reduction in Decibels per OperationNoise Reduction Trends
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Noise Footprint Example
SAME AIRCRAFT : GENERATION 1 ENGINES vs NEW GENERATION ENGINES
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
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Noise Certification Scheme
Thrust Reduction
≈1000ft
Approach 2000 m3°
450 m Sideline
Take-Off (with cut-back)
6500 m
AVIATION ENVIRONMENTAL PROTECTION ICAO ANNEX 16 Vol.1 Chapter 3 (THIRD EDITION 1993)JOINT AVIATION REQUIREMENTS : JAR 36 (1997)FEDERAL AVIATION REGULATIONS : FAR 36 (1993)RUSSIAN AVIATION REGISTRATION : AP-36 (AVIATION REGULATION - 36)
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EPNL : the noise aeronautical unit
10 dB
TPNL max
Temps de survol avion
TPNL (dB)
T
t (s)
Measure Physical Unit : the décibel (dB)dB = 10 log10 (acoustic pressure / 20 µPa)
Physiological Correction
Annoyance curves
Acoustic unit usedFor aircraft noise certification
EPNL = Noise integration on T
Physical unitsRepresenting annoyance
iso-sonical lines :same perception For human earVs frequency
PNL (PerceivedNoise Level)
EPNL (Effective Perceived Noise Level)
TPNL (Tone corrected
Perceived Noise Level)
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85
90
95
100
105
110
10 100 1000Airplane MTOW (Tons)
EPN
L
APPROACH
CUT-BACK 4 ENGINES
CUT-BACK 3 ENGINES
CUT-BACK 2 ENGINES
SIDELINE
ICAO Acoustic Certification - Stage 3 Limits
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ICAO Noise Rules Evolution
Stage 2 Phaseout
US Europe
Stage 2Production
Stop
1970 1975 1980 1985 1990 1995 2000 2005 2010 2015
Stage 3
« Stage 1 » Phaseout
Stage 2
« Stage 1 »Production
Stop
ICAO Decision
Stage 4 (St3 - 10 dB Cum)
Uncertified Aircraft (« Stage 1 »)
ICAO Decision
ICAO Decision
CAEP V (2001)
Noi
se L
evel
NOISE STRINGENCY IS INCREASING WITH YEARS
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Stage 4 Noise Regulation
2006Date of application
STAGE 3 REGULATION
AIRCRAFT CERTIFIED AFTER
OCTOBER 06 , 1977
CAEP V PROPOSAL FORSTAGE 4
• STAGE 4 LIMIT FOR CUMULATIVE MARGIN 10 EPNdB MORE STRINGENT THAN STAGE 3 LIMIT
• NO TRADES ALLOWED re. to STAGE 3
• ANY 2 POINTS MUST HAVE MARGINS VS STAGE 3 THAT SUM TO AT LEAST 2 EPNdB
• APPLICABLE BY JANUARY 1ST, 2006 TO CERTIFICATION OF NEW TYPES ( NEW OR DERIVATIVE A/C)
• NO GLOBAL PHASE-OUT
1977 2001
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
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CFM Internationalis a Joint Company of
Snecma Moteurs, France and
General Electric Co., U.S.A.
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CFM56-5A & 5B
CFM56-7B
CFM56-3B/C
CFM56-5C
Snecma Moteurs hasprime responsibilty
for Noise Engineeringon all CFM56 Programmes
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Certification Year
-20
-15
-10
-5
0
1985 1990 1995 2000
Cum
ulat
ed M
argi
n (
EP
NdB
)
ICAO CHAPTER 3 LIMIT
Noise improvement on A320 engined by CFM56
Noise margin improved by
50%over
10 years
A Continued Effort To Reduce Noise
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0
5
10
15
20
25
30
0 50 100 150 200 250 300
MTOW (t)
CUMULATIVE MARGIN (EPNdB)
STAGE 4
CFMI Engines Certified Noise Cumulative Margin
STAGE 3
A321 / CFM56-5B acoustic kit
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
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Strong Integration in Engine and Aircraft Development Processes
22 44 553311
ThrustReduction
≈1000ft
Approach2000 m3°
450 mSideline
FlyOver
6500 m
AdvancedProject
Engine ComponentDefinition
NoiseGuarantees Development Certification
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22 44 553311
FanNoise
CombustorNoise
TurbineNoise
JetNoise
Propagation Effects
Installation / Flight Effects
Perceived Noise Level
AirframeNoise
Community Noise Impact
AdvancedProject
Engine ComponentDefinition
NoiseGuarantees Development Certification
Specific Prediction Tools to support all Engine Programme Steps
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Engine NoiseSources
AircraftFactors
Atmosphere
ForwardFan Noise
Aft FanNoise
CoreNoise
TurbineNoise
JetNoise
PROPAGATION EFFECTS
FLIGHT & INSTALLATION EFFECTS
EPNL
AirframeNoise
Noise Sources & EPNL Calculation
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Low Noise Engine Component Design
44 553311
Aérodynamics
Mécanical Design
AcousticsAcoustics
AdvancedModels &Prediction
Techniques
22
Fan Module Nozzles
AdvancedProject
Engine ComponentDefinition
NoiseGuarantees Development Certification
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AdvancedModels &Prediction
Techniques
Optimisation of Noise Reduction Systems
44 553311 22
80 dB
85 dB
75 dB
70 dB
65 dB
Demi-Sphère3 Diametres
Entréed ’Air
3DOF MultilayerLiner Design
Aérodynamics
Mécanical Design
AcousticsAcoustics
3D Duct Propagation Method
AdvancedProject
Engine ComponentDefinition
NoiseGuarantees Development Certification
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Experimental Validation
22 44 553311
Anechoic Wind Tunnel Outdoor Engine Test Facility
AdvancedProject
Engine ComponentDefinition
NoiseGuarantees Development Certification
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Experimental Validation
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Experimental Validation
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CFMI Noise Experience / Experimental Database
• Jet noise model in wind tunnel– 12 campaigns since 1985, more than 60 configurations
• Engine static test– more than 15 static engine acoustic certification– more than 20 campaigns– more than 120 configurations including acoustic liners
• Flight test– 9 engineering flight tests– 6 certification flight tests
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
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Noise Family Plan ConceptBASELINE AIRCRAFT
FLIGHT DATA
BASELINE ENGINE
STATIC DATA
DERIVED ENGINE
STATIC DATA
BASELINE AIRCRAFTFLIGHT NPD (EPNL)
BASELINE AIRCRAFTSTATIC TO FLIGHT
PROJECTION NPD (EPNL)
DERIVED AIRCRAFTSTATIC TO FLIGHT
PROJECTION NPD (EPNL)
DERIVED AIRCRAFTFLIGHT NPD (EPNL)+
-RESIDUAL
NOISE
ANNEXE 16 PROCEDURES
& CORRECTIONS
STATIC TO FLIGHTPROJECTION
STATIC TO FLIGHTPROJECTION
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Noise Family Plan Application
Changeon propulsion system
Acoustic impact study
IndividualImpact
< 0.3 EPNdB
OutdoorAcoustic
Engine StaticTest
AnalysisDossier Flight Test
YES NO
CumulativeImpact
< 5.0 EPNdBYES NO
1st Version : Certification using an acoustic flight test
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B737NG / CFM56- 7B Example2 CERTIFICATION STATIC TEST + 1 CERTIFICATION FLIGHT TEST
= SEVERAL AIRCRAFT / ENGINE NOISE CERTIFICATION
8
10
12
14
16
18
20
45 50 55 60 65 70 75 80 85
MTOW (t)
STAGE 4
CUMULATIVE MARGIN (EPNdB)
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
Rome Univ. 28/05/2004 - 30CFMI Proprietary Information -Unauthorized Disclosure, Use, or Export are Prohibited.
Current CFMI Engines Typical Noise Signature
Forward Fan
Noise
AftFan
Noise
CombustorNoise
TurbineNoise
JetNoise
0%10%20%30%40%50%60%70%80%90%
100%
1 2 3Approach SidelineCutback
Engine NoiseSources
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Current Noise Reduction Technologies
BLADES NUMBER OPTIMISATIONBLADES / VANES SPACING OPTIMISATION
MIXER
CYCLE OPTIMISATION Speed Reduction
ACOUSTIC LINING
CYCLE OPTIMISATION Rotating Speed Reduction
CYCLE OPTIMISATION Fan Pressure Ratio Reduction
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Improvement of Current CFM56 Engines
Jet Noise Reduction through Chevron Nozzle Design
Fan Noise Reductionthrough 3D OGV Aeracoustic Design
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Nacelle Noise Reduction Systems
-5
0
5
10
15
20
315 630 1250 2500 5000 10000
3DOF-SDOF
Frequency [Hz]
∆L
[dB
]
Improvement of Liner Efficiency through 3D Impedance Optimisation
Extension of Attenuation Bandwidthtowards Low Frequency Range
3 Degree-of-FreedomInlet Liner
Hollow Sphere Exhaust Liner
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Finite Element Duct Progation Model to support Negatively Scarfed Inlet Design
80 dB
85 dB
75 dB
70 dB
65 dB
3-Diameter Sphere
Observer Plane
INLET
Nacelle Noise Reduction Systems
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Future Engine Applications
Full Implementation of CAA capabilitiesto achieve Low Broadband Noise Fan Design
t = O t = 1/4 T t = 2/4 T t = 3/4 T
OGVStaticPressure
Active Technologies applied to Low Frequency Fan Tones Reduction
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Low Noise Aircraft Design - Engine installation
• Optimisation of future aircraft designs should consider powerplantinstallation factors as an opportunity for further noise reduction
• Significant development of aerocoustics modelling and appropriate testing facilities will support such activities
TurbomachineryNoise
ReductionTechnology
Noise Reductionat Source
Noise ReductionSystems
Nozzle Design &Liner Technology
ExhaustNoise
ReductionTechnology
Basic Tools& Source
Understanding
Airframe noiseReduction
Techniques
High Lift Devices & Landing Gear
Advanced CFD Models
Source Models
Propagation Models
Technologies Panel to support Optimum Aircraft System Definition
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INTRODUCTIONACOUSTIC REGLEMENTATIONCFMI NOISE SITUATIONNOISE INSIDE A NEW ENGINE PROJECTNOISE CERTIFICATIONTODAY'S NOISE TECHNOLOGIESFOR A QUIET FUTUREQUESTIONS
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Upcoming Challenges
• Goal to introduce in service by 2010 products allowing traffic growth at no environmental cost (Ex : 10 dB cumulative margin re Chapter 4 for a typical
90 Tons MTOW Twin Engine Aircraft) :
⇒ Development of appropriate panel of noise reduction technologies tosupport individual optimisation of aircraft system components:
- Engine
- Nacelle
- Landing Gear
- High Lift Devices
⇒ Combined optimisation of powerplant and aircraft taking into consideration installation factors and flight performance
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93 94 95 96 97 98 99 00 01 02 03 04 05
TurbomachineryNoise
ReductionTechnology
Noise Reductionat Source
Noise Reductionsystems
Nozzle Design &Liner Technology
ExhaustNoise
ReductionTechnology
Basic Tools& Source
Understanding
DUCAT
FANPAC
FANPAC RESOUND
RANNTACFANPAC
Airframe noiseReduction
Techniques
High Lift Devices & Landing Gear
RAIN
RAIN
Advanced CFD Models
Source Models
Propagation Models
TurboNoise CFD
JEAN
RESOUND
Years
National / Industry Research
National / Industry ResearchSILENCE(R)Technology
Platform
European Aircraft Noise Research Initiative
Project Coordinator : Snecma MoteursMain Innovations :Noise Evaluation of Advanced Engine ConceptsValidation of Novel Noise Reduction Solutions:
- Low Noise Engine Component Design- Nacelle and Nozzle Liner Concepts- Active Noise Control Applications- Inlet and Nozzle Advanced Design
Adaptation of Solutions to Helicopter EngineValidations of Airframe Noise Reduction Solutions;
- Landing Gear- High Lift Devices
Project Duration : 4 years (Start 04/01)Total Budget: 112 MEuros (50% EC Support)Participation: 51 partners from 14 EU countries
+ 2 Associated States.
SILENCE(R) Technology Platform