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Outline
AeroacousticEnvironmentGoals
BasicDefinitions
Vehicle Development Phases
VehicleDevelopmentPhases
VehicleAcousticZoneDefinition&Examples
PreliminaryEnvironmentDevelopment
FinalEnvironmentDevelopment
p
TrajectoryAnalyses
WindTunnelTestMatrixDevelopment&Examples
RecentAeroacousticModels
Instrumentation
DataAcquisition
DataProcessing
DataScaling
Data Scaling
TimeDurations
FlightInstrumentation
Launchvehiclesexperienceveryhighlevelnoiselevelsduringliftoff,ascent,and
possiblereentry
Liftoff acoustic environments are due to supersonic plume interaction with the
Liftoffacousticenvironmentsareduetosupersonicplumeinteractionwiththe
exhaustdeflectorandlaunchpad/platform
Ascentaeroacousticsisduetotheturbulenceintheboundarylayer
Separationmotornoise shortterm,localizedplumenoisesource
Reentrynoiselevelsarehighlydependentonthetrajectory:Orbiterreentrynoise
waslowerthanascent,buttheSRBnoiselevelswereextremelyhigh
Thispresentationwillconcentrateonascentaeroacoustics,however,liftoffnoise
This presentation will concentrate on ascent aeroacoustics, however, liftoff noise
levelscouldbethedominatesourceatparticularzones
Developaeroacousticenvironmentsthatconservativelydescribetheflight
environment
Providethevibroacousticanalystsenvironmentsthatcanbeusedtodevelopthe
Provide the vibroacoustic analysts environments that can be used to develop the
vibroacousticcriteria
Empirical
E
ii lE
Equations
ti
&D
Data
t
scaled from other vehicles
Vibroacoustic Team
Flight Data
Aeroacoustic Environments
Whataretheaeroacousticenvironments?
Thenoisegeneratedbyturbulencewithintheboundarylayer
The levels are highly dependent on the outer mold line and flow dynamic pressure
Thelevelsarehighlydependentontheoutermoldlineandflowdynamicpressure
Generally,theenvironmentsaredefinedbyaspectrum,usuallya1/3octave
constantpercentagebandspectraandanappliedtimeduration
Thisinformationisusedbythevibroacoustics groupstodefinethevibration
criteriaformajorstructuresandattachedcomponents
Thevibrationcriteriaareusedtohelpdesignandforqualificationtestsforthe
components
Mostmajorstructuresaresizedforloadsandstress vibrationisusuallya
smallerinfluence
Progression of Environments
PhaseA(orearlier)=PreliminaryEnvironments
Startidentifyingtheacousticzones
Rough order of magnitude
Roughorderofmagnitude
Useempiricalequationsorscaledatafromotherapplicablevehicletestsorflights
Datascaledusingpreliminarynominaltrajectories(3DOF)
PriortoCriticalDesignReview=FinalEnvironments
Betterdefinitionofacousticzonesandprotuberancezones
Environmentsaregenerallydevelopedfromsubscalemodelwindtunneltests
Windtunneltestinstrumentationishighlycorrelatedwithzones
Datascaledwithlatestlaunchvehicledispersedtrajectories(6DOF)
FlightData
Flight Data Updatedenvironments
Updated environments
Flightinstrumentationusedtovalidatefinalenvironmentswhereavailable
Zone Description
12
CEV - LAS
11
10
p
Module
CEV- Spacecraft
8-4
8-3
82
8-2
8-1
7-2
7-1
6-2
6-1
3-2
3-1
2-3
2-2
Stage
g - 2nd Motor S
Segment
g
First S
2-1
Estimate Flow Conditions for Each Zone for Subsonic, Transonic, and Supersonic
Conditions
Attached Turbulent Boundary Layer (ATBL) lowest levels
Compression separated flow mid to high levels
p
separated
p
flow mid to high
g levels
Expansion
Shock induced separated flow high levels
Protuberances experience a mix of the above flow fields
Zone 2
Zone 3
Zone 4
Zone 5
Zone 6
Subsonic
ATBL
ATBL
ATBL
ATBL
ATBL
ATBL
Transonic
Compression
Expansion
ATBL
ATBL
ATBL
Expansion
Supersonic
Compression
ATBL
ATBL
ATBL
ATBL
Expansion
Transonic
Supersonic
10
170
ATBL
Transonic Compression Plateau
T
Transonic
i Compression
C
i P
Peak
k
Transonic Expansion
160
140
130
120
05
0.5
10
1.0
15
1.5
2.0
2
0
25
2.5
Mach Number
30
3.0
35
3.5
40
4.0
11
12
Vehicleconfigurationisdividedintoacousticzones
Separateintodistinctstructuralentities,flowfields,orboth
Need to account for liftoff acoustic environment when dividing into zones
Needtoaccountforliftoffacousticenvironmentwhendividingintozones
Includeprotuberancesifknown
Determinemaximumfluctuatingpressurelevelsfordifferentflowfields
Environmentsareusuallyderivedfromthepeaklevels
y
p
Ifazoneexperiencesmultipleflowfields,theflowfieldgeneratingthehighest
levelsisusuallychosentodeterminethezonalenvironment
Calculatespectrumsfromempiricalequationsorfromscaledwindtunnelorflight
data
Mostempiricalequationswillneedthedynamicpressure,Machnumber,velocity;
andsomewillrequiretheReynoldsnumber,boundarylayerthickness,and
boundarylayerdisplacementandthedownstreamdistancefromtheleadingedge
Mayneedtocomputemultiplespectrumsandusetheenvelope
Increaseenvironmentstoaccountfortrajectorydispersions
Dependingonthetrajectoryandenginetypes,thedispersedtrajectorymaybeup
to 40% higher in dynamic pressure compared to the nominal trajectory
to40%higherindynamicpressurecomparedtothenominaltrajectory
Mayneedtoincreasetheenvironmentsinthetransonicandsupersonicconditions
toaccountforthedispersions
13
Toassurethebestqualityaeroacousticenvironment,NASAhasalwaysused
dedicatedwindtunneltestsformannedvehicles
Analysis of the trajectory data is needed for scaling and test matrix development
Analysisofthetrajectorydataisneededforscalingandtestmatrixdevelopment
Thetimingofthetestsareabalanceofwhenacceptablemoldlines areavailableand
whenthevibroacousticgrouprequirestheenvironment usuallypriortoCDR
WindTunnelTesting
Theselectionofthewindtunnelfacility,themodelsize,numberofinstruments,
rangeofvelocities,andvehicleattitudesmustbebalancedwiththeavailable
funds
Onlyafewwindtunnelsthatcanhandle1%to4%subscalemodelswithlaunch
y
vehicletypeflowconditions
Instrumentationisfragileandexpensive
Dataacquisitionsystemsmustbecapableofveryhighsamplerates
Alwayscostmoreandtakesmoretimethanyoucanimagine
Al
d k
i
h
i
i
Posttestanalyses
Evenwiththebestautomation,theprocessisslowandtedious
Databook resultsaretoverifythepreliminaryenvironments,butusuallyjustreplaces
results are to verify the preliminary environments, but usually just replaces
thepreliminaryenvironments
14
Trajectoryanalysespredictsthevehicleattitude,position,velocity,andmanyother
parameters
The most important parameters for aeroacoustics are: Mach number dynamic
Themostimportantparametersforaeroacousticsare:Machnumber,dynamic
pressure,angleofattack,sideslip,statictemperature,density,Reynoldsnumber
MostG&NCsoftwaresuitescanprovidehundredsofparameters
ThefirsttrajectoryrequirementistheMach,angleofattack,andsideslipranges
Thisdataisusedtosetuptherunmatrixintermsofthevehicleattituderange
Thestatictemperatureisusedtofrequency(Strouhal)scalethedata
Dynamicpressurelevelsareusedtodirectlyscalethefluctuatingpressurelevels
A six degree of freedom Monte Carlo dispersed trajectory set is generally used to
AsixdegreeoffreedomMonteCarlodispersedtrajectorysetisgenerallyusedto
developtheenvironments
Typicallygetasetoftwothousandormoretrajectories
Statisticsarecomputedfordynamicpressure,angleofattack,andsideslipangle
MSFChastypicallyusedtheonesidedtolerancelimitofaprobabilityof97.5%
withaconfidenceof50%fortheSRBreentryandtheinitialAresIassessments
15
16
Trajectory Analysis:
Angle-of-Attack & Sideslip Angle Ranges for Testing
17
Thetestmatrixshowswhatrunsareneeded,butnottheschedule
Thetestmatrixshowsthefollowingconditions:
Flowvelocity
Flow
velocity Machnumber;ReynoldsNo.
Mach number; Reynolds No
Vehicleattitude(angleofattack&sidesliportotalangleofattack&rollangle)
Vehicleconfiguration(boosterson&off,controlsurfacedeflections,different
payloadfairings,etc.)
Typeofruns(sweeps,pitchpause,flowvisualization,specificinstrumentation
runs.)
Runpriority
ShockReflection
Shock Reflection eitheravoidtheseconditionsortossaffectedmeasurements
either avoid these conditions or toss affected measurements
Thetotalnumberofrunswillbeabalancebetweenavailablefundingandthe
requirements
Therunscheduleisabalancebetweentunnelefficiency($),andrunpriorities
Shouldrunthehighestpriorityrunsfirst,buttunneloperatingefficiencieswill
workagainsttheprioritylist
Runpriorityisbasedonusersjudgmentoftheaeroacousticenvironment
Transonicconditionsusuallyproducehigherlevelsthansubsonicorhigh
Transonic conditions usually produce higher levels than subsonic or high
supersonic,thereforeareusuallythehighestpriority
18
Config
, deg
, deg
3.0
m-swp
A1
3.0
p-p
priority>>>
0.60
0.80
0.85
0.90
0.95
M = 0.025 @ =0
=0
Totals
2.25
2.50
Runs
M = 0.025 @ =0
0
Points
priority
80
16
240
A2
30
3.0
p-p
16
240
A1
5.0
p-p
0*
16
240
3.0
p-p
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B3
B1
B1
B1
B1
16
232
3.0
p-p
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B3
B1
B1
B1
B1
16
232
-1
3.0
p-p
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B3
B1
B1
B1
B1
16
232
3.0
p-p
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B3
B1
B1
B1
B1
16
232
-2
3.0
p-p
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B1
B3
B1
B1
B1
B1
16
232
30
3.0
pp
p-p
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
16
140
-3
3.0
p-p
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
16
140
2
2
3.0
p-p
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
16
140
-5
3.0
p-p
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
16
140
3.0
p-p
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
16
140
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B2
B4
B2
B2
B2
B2
-7
3.0
p-p
16
140
90
3.0
p-p
B2
90
30
3.0
pp
p-p
B2
-1
90
3.0
p-p
B2
90
3.0
p-p
B2
-2
90
3.0
p-p
B2
90
3.0
p-p
B2
-3
90
3.0
p-p
B2
Repeat
A1
3.0
p-p
Forward
Shadowgraph
3.0
p-p
16
240
B3
B1
B1
B1
B1
67
3,170
Positions, deg
No.
A1
15
A2
15
B1
15
B2
B3
B4
-3, -1, 0, 1, 3
Shadowgraph in the 9x7 tunnel will require separate forward and aft
optical setups to capture shock patterns at both ends.
Shadowgraph in the 11' tunnel will only need to be done once. Either
the initial run or the repeat will suffice.
19
20
21
22
23
Noothervendorcanrealisticallycompete(myopinion)
EXTREMELYLONGLEADTIMEFORDELIVERY;sometimesasmuchas24weeks
;
Moremeasurements=betterdefinedenvironments
Typicallyassignvehiclezonesandstrivetohaveatleastthree measurementsperzone
Verydifficult&expensivetorepair/replacetransducersduringthetest thereforemorein
situreplacementxducers
p
aredesirable
Shouldhaveaplan&processofhowthedatawillbeusedtodeveloptheenvironment
Thetypeofdataprocessingwillinfluencethenumberofmeasurementsandtransducer
placement
y
g g
Mayneedmoremeasurementsifzonalaveragingisused
Kulitesareveryfragile&theirperformanceisverydependentontheinstallmentaccuracy
Amplifiers desirabletohaveclosetotransducer
Reduceslossesespeciallyatveryhighfrequencies
Minimizesextraneouselectronicnoise
Minimizes extraneous electronic noise
Nicetohaveamplifiersinthemodel,butnotrequired
Helpswithimpedancematchingbetweenthetransduceranddataacquisitionhardware
24
MayallowzonalaveragingatthespecificringXstation
Nicealsotohaveaspecificclockingpositions
p
gp
Needfortransducerstosurroundandpossiblyonlargeprotuberances
25
=
U
U
WT
FLT
MaFLT
f FLT =
MaWT
DWT
DFLT
U
f FLT = FLT
UWT
fWT
DWT
DFLT
fWT
Symbol
Description
Frequency
Velocity
Ch
Characteristic
t i ti llength
th
Mach number
Speed of sound
a 49.0 T ( R )
M FLT = M WT
T
f FLT = FLT
T
WT
(2 4% ) fWT
Thus,
Th
ffor a full
f ll scale
l max frequency
f
off 2kHz,
2kH
the wind tunnel data acquisition sample rate
is ~ 160ksps
Frequency scaling can change with Mach
number especially above Mach = 2
2.0
0
26
offluctuatingpressuretransducersatveryhighsamplerates
Oneofthemoredifficultissuesisrealtimedatamonitoringduringthetest
Needtoinsuredataisbeingacquiredaccuratelyandallsystemsareworkingproperly
Somefacilitieshavesoftwaretoallowsomerealtimedatamonitoring
Rarelyhavethetime,resources,ormanpowertocompletelycheckdataduringtest
MSFCtypicallyrequestsfullscaledatabasedonasetdynamicpressureprofilefroma
yp
y q
y
p
p
trajectoryset,andasetfrequencyscaling(Strouhal)
Easierforanalyststounderstandtheenvironmentsinfullscaleindecibels
Otherdata
Maygatherstaticdata
yg
MightrequestshadowgraphorSchlierenphotosorvideosduringthetest
Sometimesrequestasetoftriaxial accelerometerdatatomonitormodeldynamics
Thisismainlytoensuremodelintegrityandtunnelsafety
27
Data Corrections
28
Data Corrections
Mostwindtunnelshavenoisegeneratedbythedrive/turbinethatwillhavetobe
corrected(eliminated)
Mosttunnelshaveemptytunnelcalibrationstudiesthatdocumenttheseissues
Most tunnels have empty tunnel calibration studies that document these issues
Mosttransonicwindtunnelshaveholesorslotsinthetestsectiontohelpreduce
shockeffects theseholes&slotscangeneratehighnoisepeaksinthedata
Sometransducermountingmethodswillintroduceahighfrequencypeakinthedata
thatshouldbecorrected
h h ld b
d
Highlydependentoneachtransducermounting seeminglyidenticaltransducer
mountscangivedifferentresults(maybeafunctionoftransducercompliance)
Mostofthesecorrectionscannotbedoneautomaticallyorinbatches
y
EffectsoftheaboveproblemschangewithMachnumber,modelattitude,and
modelinducednoiselevels
Fixingtheseproblemsisaverytimeconsumingandtedioustask
29
Facilitywillprovidedata,usuallyonaportableharddrive
Formatofdataisdependentonthefacility,canbetimedomainorfrequency
domain and is usually developed and agreed upon early in the planning
domainandisusuallydevelopedandagreeduponearlyintheplanning
Needprocessesand/orsoftwareroutinestoeliminatebaddata
Thiscangetverycomplexforverylargenumberoftransducersand/orrun
conditions
Checksoftherms levels,Gaussiandistributions,amplitudetrends,comparisons
betweenratiosofpeak,rms canalsohelpweedoutbaddata
Needprograms/routinestoprocessdatatospectrums
Usuallyneedbothpowerspectraldensitiesand1/3OctaveBandspectrums
Usually need both power spectral densities and 1/3 Octave Band spectrums
Posttestprocessingwillbeaffectedbyhowthemeasurementswillbeusedto
developtheaeroacousticenvironments
Zonalaveraging processofaveragingthespectrumsofmeasurementswithina
relativelysmallareaforeachspecificMach,alpha,betaconditions.Thezonedata
l i l
ll
f
h
ifi M h l h b
di i
Th
d
foreachaverageisenvelopedoverthewholeMach,alpha,betarange.
Maximax approach allthespectralmeasurementswithinazoneareenveloped
overallMach,alpha,betaconditions
Maximaxmethodisthemostconservative
30
Time Durations
Fatigueweightedtimedurationshavebeenestimatedbasedonamethodused
duringShuttle(seeSpaceShuttleAcousticsandShockDataBook,June1987or
DynamicEnvironmentalCriteria
y
NASAHandbook7005 fordetails))
Shuttlemethodassumes
Fatiguedamageaccumulateslinearly
Timetofailureforagivenpartisproportionalnumberofcyclestofailure(given
b
byanexperimentallydeterminedSNcurve)
i
ll d
i dS N
)
Referencedynamicload(e.g.,referenceOAFPL)isproportionaltothepeakstress
(alsofromexperimentallyfoundSNcurve)
D=
ni
s
G
N(s) = 1 T(G) = 1
Ni
s
G
b
2
Hence,thetimeweightingfactor(asreferencedtolevel1)forleveli isdependant
uponthedB
h dB betweenthelevelsandthematerial(aluminumisrecommended;thus,
b
h l l
d h
i l( l i
i
d d h
b=4)
bdBi 1
20
t wi = 10
31
dBi 1
5
= 10
Final Environments
Windtunneldataisprocessed,corrected,andthenscaledtoflightconditions
Dataisaveragedorenvelopedtomakethefinalspectralenvironments
Environments are put into a databook thatalsoincludestheliftoffacousticenv.
Environmentsareputintoadatabook
that also includes the liftoff acoustic env
Processofmakingtheenvironmentsarereviewedbyagroupofpeers
Aeropanelreviewsthewindtunneltestplan
Loadspanelreviewsresultingaeroacousticenvironments
p
g
Usuallyreviewedbychiefengineer(s)byeachelementandoverallproject
Approvedenvironmentstransmittedtovibroacoustics group
Concernsorproblemsareworkedasrequired
32
Flight Instrumentation
FlightInstrumentation(sometimescalledDevelopmentFlightInstrumentation,DFI)
Mostvehicleshaveinstrumentationinstalledforthefirstfewflights DFI
Some instrumentation is required for every flight Operational Flight
Someinstrumentationisrequiredforeveryflight,OperationalFlight
Instrumenation
DFIistovalidatethefinalenvironment
Flightdatacanbeusedtoupdatethefinalenvironment
TypicalLimitations
Flightdataisexpensiveduetoinstrumentationcosts,lotsoftouchlabor,
verificationofsafetyconcerns
Duetocost,usuallyveryfewsensorscomparedtogroundtests(windtunnel)
Due to cost usually very few sensors compared to ground tests (wind tunnel)
Canonlyrecordonetrajectorycondition i.e.onlygetoneattitudeataparticular
velocity
Naturalorinducedenvironmentconditionsmaylimitorhindersensorcapability;
Datarecordersusuallyarebandwidthlimited
Locationoftransducermightnotbeoptimalduetointerferencewithinternal
obstructionsorthermalconstraints(difficulttoplacetransducers&cablingon
cryogenic tanks)
cryogenictanks)
Difficulttoaccuratelycalibratetransducersnearlaunchtime
33
Sensorselectionmustconsider:
Sizeandinstallationconstraints
Static pressure range generallymustusegageorabsolutepressuretransducers
Staticpressurerange
generally must use gage or absolute pressure transducers
Resistanttonaturalenvironmentsforlongperiods
Vibrationsensitivity
Sensorsnearorfacingtheexhaustplumewillexperienceveryhighheatloads
g
p
p
y g
Installationmethodcaneitherprotectagainstplumeradiationortransfer
heatload
Predictedfluctuatingpressurelevel
Sensormountsshouldprotectsensorwithoutchangingenvironment
S
h ld
ih
h
i
i
Minimizehandtouchlabor
Desirabletohavenoprotrusionintoflow,andminimalrecession
Mountshouldnotintroduceanycavitytonesoraleastminimizeitsimpactonthe
Mount should not introduce any cavity tones or a least minimize its impact on the
measurement
Dataacquisitionsystem acquirelineardataatdesiredsamplerate
Mostflightsystemsareacompromiseof:#ofchannels,samplerate,size,weight,
andcost
d
t
34
OAD824P
OAD823P
IAD095P
OAD826P
OAD825P
Backup Slides
REFERENCES
REFERENCES
Jones, G. W. Jr. and Foughner, J. T. Jr., NASA Technical Note D-1633, Investigations of Buffet Pressures on
Models of Large Manned Launch Vehicle Configurations, May 1963
Gildea, D.J.; North American Aviation, Inc SID 62-1151, Preliminary Report of Transient Pressures Measured on
the 0.055 Scale Apollo Pressure Model (PSTL-1) in NAA Trisonic Wind Tunnel, September 1962
Space Shuttle System Acoustics and Shock Data Book, Boeing Company Space Exploration, SD74-SH-0082B
change 6, April 2011
Saturn V Flight Evaluation Reports
A.M. Whitnah & E. R. Hillje; NASA Reference Publication 1125, Space Shuttle Wind Tunnel Testing Program
Summary
Penaranda F.E. and Freda, M. Shannon; NASA RP-1132, Aeronautical Facilities Catalogue, Volume 1, January
1985
37
(C )
p FLT
where
= (C p )
WT
Prms
Prms
C p =
=
q 0.5 V2
(q )FLT
+ 20 log10
(
)
q
WT
Because of differences in model geometric scale and flow conditions, wind tunnel acoustic
d must bbe scaled
data
l d to full
f ll scale
l vehicle
hi l flight
fli h flow
fl conditions.
di i
Adjustments
Adj
must be
b made
d to
both the fluctuating pressure level (FPL) amplitude and frequency.
P
FPL = 20 log10 rms (dB)
Pref
=
Prms
Pref =