optimisation for low environmental noise impact aircraft ... · optimisation for low environmental...

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OPtimisation for low Environmental Noise impact AIRcraft - OPENAIR

Eugene KORS1

SAFRAN - Snecma, France

Dominique COLLIN2

SAFRAN - Snecma, France

ABSTRACT This template provides instructions to authors of papers to be included in the Proceedings of INTER-NOISE 2014, which will only be published on a USB memory stick. These instructions are in the format to be used for ALL papers, which shall be submitted ONLY as a Portable Document Format (PDF) file. An abstract is required at the start of all papers and shall contain at least 100 words, but not more than 200 words. The abstract shall not include equations, images, numbered references, or footnotes. Abstracts will be printed in the Conference Abstract Book to help attendees plan their days at the Conference. Authors must upload the Abstract as well as the full paper manuscript for the complete paper via the Conference Website. A maximum of three keywords shall be added below the abstract to provide easy access to related papers in the Proceedings. At least one classification number from the I-INCE Classification of Subjects shall appear on the first page

OPENAIR is currently the main Level 2 European project working on aircraft noise reduction. As such, it is a key element of the European aircraft noise research roadmap as developed by the X-NOISE Coordination Action which aims to reduce Aircraft Noise by 10 dB per operation as set by the ACARE 2020 Vision.

Over the years, a significant effort has been conducted in the field of source noise reduction technologies, marking a first step towards the achievement of the ACARE targets through the Silence(R) project. As part of the European 7th Framework Program, OPENAIR started on 1st April 2009 as a program on aircraft noise reduction with a total budget of 30 million Euros, 60% funded by the European Commission. OPENAIR aims to deliver a 2.5 dB noise reduction for both engine- and airframe noise sources, beyond the SILENCE(R) achievements. To do so, OPENAIR focuses on the validation of new technologies at TRL5, such as electronically assisted solutions, designs exploiting improved Computational Aero-Acoustics, new affordable absorbing materials and airframe noise solutions. In order to keep an unbiased view on results, OPENAIR uses the Aircraft Noise Technology Evaluation process ANTE. A summary of the OPENAIR research topics will be provided. Keywords: Sources of external aircraft noise, I-INCE Classification of Subjects Number(s): 13.1.5 (See . http://www.inceusa.org/links/Subj%20Class%20-%20Formatted.pdf .)

1 [email protected] 2 [email protected]

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1. INTRODUCTION In the late 90’s, several aircraft noise projects made significant progress under the coordination of

the X-Noise network. Projects like RAIN (airframe noise), RANTACC (Nacelle acoustics) and RESOUND (turbomachinery noise) delivered results up to TRL3. For a next step, to achieve TRL5-7, these projects and several others were combined into a follow-up project called SILENCER that ran from 2001 to 2007. While SILENCER delivered about 10 fully matured “Generation 1” technologies, it also performed some work on more advanced methods and techniques. These so-called “Generation 2” technologies were based on continuously improved Computational Aeroacoustics as well as electronically assisted solutions. The OPENAIR project, coordinated by Snecma, has continued this work started in SILENCE(R),while incorporating a multi-disciplinary design approach. The paper describes the OPENAIR objectives, major technologies and the technology evaluation method applied for final assessment.

2. OBJECTIVES The aerospace industry has significantly grown over the years as more and more people are using

air transport to travel for business or pleasure. These growing numbers of airplanes have put pressure on the public acceptance with respect to its environmental impact and in particular the noise aspects.

Although enormous noise reductions have been achieved in the past, continued improvement of the noise climate is required to mitigate annoyance as much as possible. Therefore, in the year 2000, a “group of personalities” had formulated a number of challenging goals for the aerospace industry, including several environmental goals. For “noise” an objective for 2020 was set to reduce noise caused by aircraft by half. ACARE (the Advisory Council for Aeronautics Research in Europe) then translated this objective in a 10 dB reduction per aircraft operation (departure or arrival). This objective is now known as one of the ACARE noise objectives for 2020.

Progress towards the noise objective up to now has been achieved thanks to many projects that have

been completed since the year 2000. A large contribution came from the SILENCE(R) project that proved a 5 dB reduction, based on 10 new noise technologies, combined with the application of improved noise abatement procedures. OPENAIR now aims to achieve another 2,5 dB reduction based on a new set of technologies that could provide a step change in source noise reduction. This step change is pictured in Figure 1, where the “generation 2” technologies from OPENAIR, together with results from new engine – and aircraft architectures are foreseen to complete the gap to the achievement of the ACARE noise goal. OPENAIR plans to validate these technologies up to TRL5.

Figure 1: Steps to ACARE Noise goal

Besides these quantitative objectives, OPENAIR also aims to verify the practical applicability of

its technologies over a range of products.

Years

0

+ 12Base (2000) + 4 + 20

- 3

- 9

- 6

+ 8 + 16

2020VISION

Phase 2: 2020 Solutions• Generation 2

Noise Technologies

• Novel Architectures

Based on FP5 to FP8 Projects(2004 - 2020 )

TechnologyBreakthrough

ACARE Goal(TRL 6)

Ave

rag

e D

ecib

els

per

Air

craf

t Op

erat

ion

Based on FP4 to FP6 Projects(1998 - 2010)

Phase 1: 2010 Solutions• Generation 1

Noise Technologies

• Noise Abatement Procedures

EC Mid-Term Goal


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3. PROJECT SCOPE OPENAIR is bringing together a multi-disciplinary partnership, operating across several

complementary axes: 1. An Integrated Propulsion System Design sub-project supported by cycle studies, turbomachinery

and nacelle aerodynamics, acoustic liner design and manufacturing 2. An Electronically Assisted Propulsion System Technologies sub-project which will study and

assess Active / Flow Control techniques involving actuation devices, control algorithms, powerplant component mechanical design, composite materials, nozzle aerodynamics

3. An Airframe sub-project concerned with landing gear and wing systems mechanical design, high lift device (HLD) aerodynamics, aircraft controls etc.

4. A Technology Evaluation (TE) activity is running in parallel to the noise reduction work to assess the environmental impact of the individual technologies as well as the global integrated result.

3.1 Engine Noise Technologies The engine noise reduction was covered in the 2 of OPENAIR sub-projects and includes both

engine source noise reduction techniques as well as noise suppression techniques among which nacelle modifications. Under the Integrated Propulsion System Design sub-project, the following technologies were developed:

3.1.1 MDO Outlet Guide Vanes (OGVs) and Lined OGVs. Both the Multi Disciplinary Optimized (MDO) OGVs and the Lined OGVs have been designed

with a large reduction of the number of vanes (~10) compared to the traditional configuration (~40). This allowed design space for (thin) special shapes as explored under the MDO OGV design, or (thicker) designs that allow internal space for acoustic liners as seen for the lined OGVs. Design objectives balance aero performance and acoustic design. Both broadband- and tonal noise sources were lowered while leaving the aero performance unchanged. All designs were tested on a fan rig.

Figure 2: Lined- and MDO OGVs

3.1.2 Intake Technologies Various new inlet liner concepts, based on recent advancements in Computational Aero Acoustic

(CAA), have been developed and tested on a fan rig. Among the configurations tested are a “Folded Cavity Liner” which has a geometry that allows low frequencies to be damped through a large space that is folded behind the conventional liner. In this way lower nacelle thickness can be used compared to conventional designs. A “Segmented Liner” has also been tested where the first 25% of the inlet lining (measured from the fan face) was configured as a conventional deep liner. Forward fan noise reductions have been achieved, besides a significant reduction of the buzz-saw noise, which is an annoying noise source audible in the cabin.

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3.1.3 Highly Curved Bypass ductThe highly curved bypass duct

cross sectional area is conserved this results in a reduced height duct with a greater liner areunit length. Reduced height ducts are moreshorter nacelle to be used giving significant reductions in weight and drag.

3.1.4 Acoustically lined splittersMany

tested. Bringing extra structures in this area come with new challenges, but may provide a solution to the acoustic area loss when“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.

3.1.5 Negatively Scarfed NozzlesThe scarfed nozzle have been designed for the secondary nozzle of both short

nacelles. The scarfed shape is changing the directivity of the rearward radiated fan noiseangles and provides a global reduction on the total engine noise.

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Figure 3: Folded

Highly Curved Bypass ducthighly curved bypass duct


Figure 4: Highly Curved Bypass duct configuration in Anecom fan rig

coustically lined splittersMany configurations of supplementary liner area

Bringing extra structures in this area come with new challenges, but may provide a solution to the acoustic area loss when“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.

Negatively Scarfed NozzlesThe scarfed nozzle have been designed for the secondary nozzle of both short


Figure 3: Folded

Highly Curved Bypass ducthighly curved bypass duct



coustically lined splittersconfigurations of supplementary liner area

Bringing extra structures in this area come with new challenges, but may provide a solution to the acoustic area loss when shorter nacelles are desired“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.

Figure

Negatively Scarfed NozzlesThe scarfed nozzle have been designed for the secondary nozzle of both short


Figure 3: Folded-cavity liner imped

Highly Curved Bypass duct highly curved bypass duct seeks to push out the duct earlier to



coustically lined splitters configurations of supplementary liner area

Bringing extra structures in this area come with new challenges, but may provide a solution to shorter nacelles are desired

“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.

Figure 5: Lined Fin and fin/splitter locations

Negatively Scarfed Nozzles The scarfed nozzle have been designed for the secondary nozzle of both short


cavity liner impedance model and fan rig liner design

seeks to push out the duct earlier tocross sectional area is conserved this results in a reduced height duct with a greater liner areunit length. Reduced height ducts are more effective at noise absorption.shorter nacelle to be used giving significant reductions in weight and drag.


configurations of supplementary liner area in the bypass ductBringing extra structures in this area come with new challenges, but may provide a solution to

shorter nacelles are desired“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.

Lined Fin and fin/splitter locations

The scarfed nozzle have been designed for the secondary nozzle of both shortnacelles. The scarfed shape is changing the directivity of the rearward radiated fan noiseangles and provides a global reduction on the total engine noise.

ance model and fan rig liner design

seeks to push out the duct earlier tocross sectional area is conserved this results in a reduced height duct with a greater liner are

effective at noise absorption.shorter nacelle to be used giving significant reductions in weight and drag.


in the bypass ductBringing extra structures in this area come with new challenges, but may provide a solution to

shorter nacelles are desired in the future“splitters”, who fully cover the height between the inner and the outer wall, as well as sowho protrude from the outer wall up to halfway the duct height.


The scarfed nozzle have been designed for the secondary nozzle of both shortnacelles. The scarfed shape is changing the directivity of the rearward radiated fan noiseangles and provides a global reduction on the total engine noise. The test vehicle in the QinetiQ Noise


seeks to push out the duct earlier to a higher radius. As the duct cross sectional area is conserved this results in a reduced height duct with a greater liner are

effective at noise absorption. These attributes allow a shorter nacelle to be used giving significant reductions in weight and drag.


in the bypass duct were designed and Bringing extra structures in this area come with new challenges, but may provide a solution to

in the future. OPENAIR has tested both “splitters”, who fully cover the height between the inner and the outer wall, as well as so


The scarfed nozzle have been designed for the secondary nozzle of both shortnacelles. The scarfed shape is changing the directivity of the rearward radiated fan noise

The test vehicle in the QinetiQ Noise

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a higher radius. As the duct cross sectional area is conserved this results in a reduced height duct with a greater liner are

These attributes allow a


were designed and severalBringing extra structures in this area come with new challenges, but may provide a solution to

OPENAIR has tested both “splitters”, who fully cover the height between the inner and the outer wall, as well as so-called “fins”,

The scarfed nozzle have been designed for the secondary nozzle of both short- and long cowl nacelles. The scarfed shape is changing the directivity of the rearward radiated fan noise to highe


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a higher radius. As the duct cross sectional area is conserved this results in a reduced height duct with a greater liner area per

These attributes allow a

several were Bringing extra structures in this area come with new challenges, but may provide a solution to

OPENAIR has tested both called “fins”,

and long cowl to higher



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Test Facility was equipped with a hot air primary jet stream and water cooled speakers in the secondary duct for fan noise simulation.

Figure 6: Scarfed nozzle demonstrator

Under the Electronically Assisted Propulsion System Technologies sub-project, a number of active

control technologies were developed:

3.1.6 Active Stator Following a successful start of the research efforts on this active noise control technology in the

SILENCE(R) project, OPENAIR followed up with improved actuators, sensors and algorithms. Objectives were extended to include also rearward fan noise control, besides the already demonstrated forward fan noise control. The new system has been validated in the RACE fan rig. Integration aspects of this technology have been largely matured through full scale demonstrator OGVs.

Figure 7: RACE fan rig for system demonstration and full scale demonstrator OGV

3.1.7 Active Nozzle Under the Active Nozzle jet noise technology activity various active flow/noise control concepts

have been explored before selecting one for large scale testing at the CEPRA19 facility in France. The validated concept concerned the “Microjet” technology based turbulences caused by air blowing at the nozzle exit. Extensive integration studies have been performed on the air supply through the nacelle to the primary and secondary nozzle.

Figure 8: Active Nozzle integration study and demonstrator panel

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3.2 Airframe Noise TechnologiesUnder the Airframe Noise sub

gear and on wing slats and flaps

3.2.1 Deceleration PlateThe deceleration plateStrategically placed, these objects will reduce the velocity upstream in the gear structure and reduce noise generation without negative flow displacement effects.broadband noise of the

3.2.2 Low noise gear This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear

components to a noise and aero optimized configuration. Besides technoloproject (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front of the leg, Electric dressings and solid covers for drag stay and leg cavity. DNW LLF facility were c

3.2.3 Adaptive slatsIn the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can

fully close the gap between the wing and the slat. is closed and quiet. When Claircraft performance.

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Airframe Noise TechnologiesUnder the Airframe Noise sub


Deceleration PlateThe deceleration plateStrategically placed, these objects will reduce the velocity upstream in the gear structure and reduce noise generation without negative flow displacement effects.broadband noise of the

Low noise gear This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear

components to a noise and aero optimized configuration. Besides technoloproject (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front of the leg, Electric dressings and solid covers for drag stay and leg cavity. DNW LLF facility were c

Figure 10

Adaptive slatsIn the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can

lly close the gap between the wing and the slat. is closed and quiet. When Claircraft performance.

Airframe Noise TechnologiesUnder the Airframe Noise sub


Deceleration Plate The deceleration plate (DP) is an object placed on the downstream sStrategically placed, these objects will reduce the velocity upstream in the gear structure and reduce noise generation without negative flow displacement effects.broadband noise of the landing gear.

Figure 9

Low noise gear This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear

components to a noise and aero optimized configuration. Besides technoloproject (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front of the leg, Electric dressings and solid covers for drag stay and leg cavity. DNW LLF facility were carried put on both wing mounted, as body mounted landing gears.

Figure 10: Deceleration plate and torque link mesh fairing (TIMPAN)

Adaptive slats In the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can

lly close the gap between the wing and the slat. is closed and quiet. When Clmax

aircraft performance.

Airframe Noise Technologies Under the Airframe Noise sub-project, technologies were developed

gear and on wing slats and flaps:

is an object placed on the downstream sStrategically placed, these objects will reduce the velocity upstream in the gear structure and reduce noise generation without negative flow displacement effects.

landing gear.

Figure 9: Preliminary landing gear testing at small scale

This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear components to a noise and aero optimized configuration. Besides technoloproject (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front of the leg, Electric dressings and solid covers for drag stay and leg cavity.

arried put on both wing mounted, as body mounted landing gears.

: Deceleration plate and torque link mesh fairing (TIMPAN)

In the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can lly close the gap between the wing and the slat.

max is required or high angles of attack, the gap opens for maximum

project, technologies were developed


Preliminary landing gear testing at small scale




In the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can lly close the gap between the wing and the slat. In normal operation with low angle of attack, the gap

is required or high angles of attack, the gap opens for maximum

project, technologies were developed






In the adaptive slat concept, the trailing edge of the slat is a flexible morphing structure that can In normal operation with low angle of attack, the gap


project, technologies were developed that focus on the main landing

is an object placed on the downstream side of complex gear structures. Strategically placed, these objects will reduce the velocity upstream in the gear structure and reduce noise generation without negative flow displacement effects. Reductions were found in the


This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear components to a noise and aero optimized configuration. Besides technologies from the TIMPAN project (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front of the leg, Electric dressings and solid covers for drag stay and leg cavity. Tests at full scale at the





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that focus on the main landing

ide of complex gear structures. Strategically placed, these objects will reduce the velocity upstream in the gear structure and

Reductions were found in the

This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear gies from the TIMPAN

project (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front Tests at full scale at the





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that focus on the main landing

ide of complex gear structures. Strategically placed, these objects will reduce the velocity upstream in the gear structure and thereby

Reductions were found in the

This OPENAIR technology groups all efforts to adapt the detailed design of all landing gear gies from the TIMPAN

project (Hub caps and brake fairings), the test gear was equipped with a rectangular torque link in front Tests at full scale at the



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3.2.4 Low Noise Slat SettingsIn this non

aeroacoustic performance

3.2.5 PorousVarious ac

requirements before a final selection was manufactured for large scale acoustic testing at the DNW LLF windtunnel.

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Low Noise Slat SettingsIn this non-morphing concept, the slat/wing gap/overlap is optimized for aero


Porous flap-side edgeVarious acoustically porous materials were evaluated for their environmental (certification)

requirements before a final selection was manufactured for large scale acoustic testing at the DNW LLF windtunnel.

Rigid leading edge region

Flexible top and cove region



Figure 11

Low Noise Slat Settingsmorphing concept, the slat/wing gap/overlap is optimized for aero


Figure 12

side edge oustically porous materials were evaluated for their environmental (certification)

requirements before a final selection was manufactured for large scale acoustic testing at the DNW

Figure 13


Actuator force

Rigid trailing edge



Actuator force

Rigid trailing edge


Figure 11: Adaptive Slat geo

Low Noise Slat Settings morphing concept, the slat/wing gap/overlap is optimized for aero

Figure 12: Gap/overlap optimization for wing slat.

oustically porous materials were evaluated for their environmental (certification) requirements before a final selection was manufactured for large scale acoustic testing at the DNW

Figure 13: Porous flap side edge in DNW windtunnel


Actuator force

Rigid trailing edge


Actuator force

Rigid trailing edge

: Adaptive Slat geometry and aero performance

morphing concept, the slat/wing gap/overlap is optimized for aero

: Gap/overlap optimization for wing slat.


: Porous flap side edge in DNW windtunnel

metry and aero performance





metry and aero performance





Page

Page

morphing concept, the slat/wing gap/overlap is optimized for aero- (Cl


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(Clmax) and


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4. TECHNOLOGY EVALUATIONAll technologies that have successfully matured to TRL5 during the project

technology evaluation process. By using performance and nthe benefitsfitted into “Virtual Platforms” representing current and potential future market segmen

Depending on the characteristics of engine or airfrapackage will be adapted to each virtual platform.

Since 2001assessment of the environmental benefits of the low noise technologies, in balance with aircraft performance and desialso able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

5. CONCLUDING REMARKSWith th

process of consolidation at the time of the writing of this paper. Although some results are available, the current paper only mentions the key technologies that hFuture publications are expected to report more about the acoustical benefits.

REFERENCES1. Giacche D et all

Aeroacou2. Project webpage: 3. Burak O et all.

Aeroacoustics Conference 2010 Stockhol4. Kroeger G. et all.

aircraft engines. ASME Turbo Expo 2012 Copenhagen.5. Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern

Turbofa6. Cadot

AIAA Aeroacoustics confernce 2007 Rome.

ACKNOWLEDGEMENTSThe work in this paper was supported by

234313). Seror-Goguet (Airbus) and Jacky Mardjono (SAFRAN

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ECHNOLOGY EVALUATIONtechnologies that have successfully matured to TRL5 during the project

technology evaluation process. By using performance and nbenefits of the new technology c

fitted into “Virtual Platforms” representing current and potential future market segmenDepending on the characteristics of engine or airfra

ge will be adapted to each virtual platform. Since 2001, this

assessment of the environmental benefits of the low noise technologies, in balance with aircraft performance and desialso able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

CONCLUDING REMARKSWith the project officially ending at the end of September 2014, the acoustical benefits are in the


REFERENCES Giacche D et allAeroacoustics Conference 2013_2243. Project webpage: http://openair.xnoise.euBurak O et all. ExperimentalAeroacoustics Conference 2010 StockholKroeger G. et all. aircraft engines. ASME Turbo Expo 2012 Copenhagen.Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern Turbofan Engine Noise. AIAA Aeroacoustics 2007, Rome.Cadot-Burillet D. et all. Technology Evaluator AIAA Aeroacoustics confernce 2007 Rome.

ACKNOWLEDGEMENTSThe work in this paper was supported by

234313). Special thanks to Eleonore Ammeux (Airbus), Marcus Smith (Rolls Royce), Christelle Goguet (Airbus) and Jacky Mardjono (SAFRAN

ECHNOLOGY EVALUATIONtechnologies that have successfully matured to TRL5 during the project

technology evaluation process. By using performance and nof the new technology c


ge will be adapted to each virtual platform. approach has

assessment of the environmental benefits of the low noise technologies, in balance with aircraft performance and design constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

Figure 14: V

CONCLUDING REMARKSe project officially ending at the end of September 2014, the acoustical benefits are in the


Giacche D et all. Acoustic optimisation of ultrastics Conference 2013_2243.

http://openair.xnoise.euExperimental

Aeroacoustics Conference 2010 StockholKroeger G. et all. Optimised aerodynamic design of an OGV with reduced blade count for low noise aircraft engines. ASME Turbo Expo 2012 Copenhagen.Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern

n Engine Noise. AIAA Aeroacoustics 2007, Rome.Burillet D. et all. Technology Evaluator


ACKNOWLEDGEMENTS The work in this paper was supported by

Special thanks to Eleonore Ammeux (Airbus), Marcus Smith (Rolls Royce), Christelle Goguet (Airbus) and Jacky Mardjono (SAFRAN

ECHNOLOGY EVALUATION technologies that have successfully matured to TRL5 during the project

technology evaluation process. By using performance and nof the new technology concepts developed in the project with the integrated technologies


ge will be adapted to each virtual platform. approach has proven to be a valuable tool for decision making, as it allows

assessment of the environmental benefits of the low noise technologies, in balance with aircraft gn constraints over a wide range of typical engine/aircraft configurations. It is

also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

Figure 14: Virtual platform

CONCLUDING REMARKS e project officially ending at the end of September 2014, the acoustical benefits are in the


Acoustic optimisation of ultrastics Conference 2013_2243.

http://openair.xnoise.eu and numerical investigation of a novel Acoustical liner concept. AIAA

Aeroacoustics Conference 2010 Stockholm.ptimised aerodynamic design of an OGV with reduced blade count for low noise

aircraft engines. ASME Turbo Expo 2012 Copenhagen.Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern

n Engine Noise. AIAA Aeroacoustics 2007, Rome.Burillet D. et all. Technology Evaluator


The work in this paper was supported by

Special thanks to Eleonore Ammeux (Airbus), Marcus Smith (Rolls Royce), Christelle Goguet (Airbus) and Jacky Mardjono (SAFRAN

technologies that have successfully matured to TRL5 during the project technology evaluation process. By using performance and n

ts developed in the project with the integrated technologies fitted into “Virtual Platforms” representing current and potential future market segmen

Depending on the characteristics of engine or airfrage will be adapted to each virtual platform.

proven to be a valuable tool for decision making, as it allows assessment of the environmental benefits of the low noise technologies, in balance with aircraft

gn constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

irtual platform configuration matrix

e project officially ending at the end of September 2014, the acoustical benefits are in the process of consolidation at the time of the writing of this paper. Although some results are available, the current paper only mentions the key technologies that hFuture publications are expected to report more about the acoustical benefits.

Acoustic optimisation of ultra-low count bypass outlet guide vanes. AIAA

and numerical investigation of a novel Acoustical liner concept. AIAA m.

ptimised aerodynamic design of an OGV with reduced blade count for low noise aircraft engines. ASME Turbo Expo 2012 Copenhagen. Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern

n Engine Noise. AIAA Aeroacoustics 2007, Rome.Burillet D. et all. Technology Evaluator - A global way of assessing noise reduction technologies.


The work in this paper was supported by the EU FP7 OPENAIR programme (Grant Agreement # Special thanks to Eleonore Ammeux (Airbus), Marcus Smith (Rolls Royce), Christelle

Goguet (Airbus) and Jacky Mardjono (SAFRAN –

technologies that have successfully matured to TRL5 during the project technology evaluation process. By using performance and noise models, the TE process has


Depending on the characteristics of engine or airframe in the evaluation matrix, a


gn constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded with an airport impact assessment on a major European airport.

configuration matrix

e project officially ending at the end of September 2014, the acoustical benefits are in the process of consolidation at the time of the writing of this paper. Although some results are available, the current paper only mentions the key technologies that have emerged from the project at a high TRL. Future publications are expected to report more about the acoustical benefits.

low count bypass outlet guide vanes. AIAA

and numerical investigation of a novel Acoustical liner concept. AIAA

ptimised aerodynamic design of an OGV with reduced blade count for low noise

Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern n Engine Noise. AIAA Aeroacoustics 2007, Rome.

A global way of assessing noise reduction technologies.

the EU FP7 OPENAIR programme (Grant Agreement # Special thanks to Eleonore Ammeux (Airbus), Marcus Smith (Rolls Royce), Christelle

– Snecma) for their contributions to the paper.

technologies that have successfully matured to TRL5 during the project have beenoise models, the TE process has


me in the evaluation matrix, a


gn constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industorder to identify potential global benefits from the OPENAIR project, the TE process has concluded

configuration matrix

e project officially ending at the end of September 2014, the acoustical benefits are in the process of consolidation at the time of the writing of this paper. Although some results are available,

ave emerged from the project at a high TRL. Future publications are expected to report more about the acoustical benefits.




Genoulaz N. et all. Experimental Valoidation of an Active Stator Technology Reducing Modern



Snecma) for their contributions to the paper.

Inter-noise 2014

Inter-noise 2014

have been subject to the oise models, the TE process has evaluate

ts developed in the project with the integrated technologies fitted into “Virtual Platforms” representing current and potential future market segments.

me in the evaluation matrix, a technology


gn constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise technologies on current or future products with minimum weight, performance and industrial risk.order to identify potential global benefits from the OPENAIR project, the TE process has concluded


ave emerged from the project at a high TRL.








noise 2014

noise 2014

subject to the evaluated

ts developed in the project with the integrated technologies

technology


gn constraints over a wide range of typical engine/aircraft configurations. It is also able to determine the maximum noise reduction achievable by a package of low noise

rial risk. In order to identify potential global benefits from the OPENAIR project, the TE process has concluded


ave emerged from the project at a high TRL.








optimisation for low environmental noise impact aircraft ... · optimisation for low environmental...

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