Interior noise levels are of concern to commercial airlines for three reasons.

First, the airlines must provide a comfortable working environment for their
employees ear protection or restricted working hours for employees who are
exposed to high levels of noise. Second, the airlines must attract customers.
Uncomfortable noise levels may encourage the public to seek alternate travel
options. Third, the airlines must consider safety issues. High noise and vibration
levels cause fatigue in the airframe as well as fatigue in the passengers and
crew.
reducing noise with tuned vibration absorbers:
placing the propeller relative to an inlet duct providing air to the engine such
that the trailing edge of the portion of propeller blades passing in front of the
inlet duct are more than a distance of one fourth of a blade chord length and less
than a distance of a full chord length from the inlet duct .
through active noise control
Sound is a pressure wave, which consists of a compression phase and a
rarefaction phase. A noise-cancellation speaker emits a sound wave with the
same amplitude but with inverted phase (also known as antiphase) to the
original sound. The waves combine to form a new wave, in a process called
interference, and effectively cancel each other out - an effect which is called
phase cancellation.
Modern active noise control is generally achieved through the use of analog
circuits or digital signal processing. Adaptive algorithms are designed to
analyze the waveform of the background aural or nonaural noise, then based on
the specific algorithm generate a signal that will either phase shift or invert the
polarity of the original signal. This inverted signal (in antiphase) is then
amplified and a transducer creates a sound wave directly proportional to the
amplitude of the original waveform, creating destructive interference. This
effectively reduces the volume of the perceivable noise.
A noise-cancellation speaker may be co-located with the sound source to be
attenuated. In this case it must have the same audio power level as the source of
the unwanted sound. Alternatively, the transducer emitting the cancellation
signal may be located at the location where sound attenuation is wanted (e.g. the
user's ear). This requires a much lower power level for cancellation but is
effective only for a single user. Noise cancellation at other locations is more
difficult as the three-dimensional wavefronts of the unwanted sound and the
cancellation signal could match and create alternating zones of constructive and
destructive interference, reducing noise in some spots while doubling noise in
others. In small enclosed spaces (e.g. the passenger compartment of a car)
global noise reduction can be achieved via multiple speakers and feedback
microphones, and measurement of the modal responses of the enclosure.
Noise in the form of an analog signal is sent to a control box, which identifies
the phase, amplitude and frequency. The computer then recreates the identical
amplitude and frequency but shifts the phase 180 deg, converts it back to an
analog signal and sends it to a set of speakers, also placed strategically
throughout the cabin. Because the noise from the speakers is 180 deg out of
phase with the original noise, it effectively destroys the original noise.
A more recent variation is the standard active noise-cancellation system
commonly referred to as the shaker can, but more accurately as active tuned
vibration absorbers (ATVA). The process is similar to the original speaker-
based system, but the out-of-phase signal is sent back to the ATVA units, which
produce an identical but out-of-phase vibration to destroy the propeller and
engine noise


Acoustic Analysis Maps Cabin Noise
The first step in creating a quieter cabin for any aircraft begins with an acoustic
analysis of that particular aircraft cabin with an interior installed. Companies
providing passive noise-reduction systems will frequently have on file acoustic
analyses of a variety of similar aircraft types to use as a baseline.

The acoustic map is best described as a visual record of noise emanating from
three main sourcesengines, boundary layer (generated by wind passing over
the aircraft skin and creating vibration) and interior systems (pumps, fans, and
so on). Particularly high levels of boundary-layer noise are created at any point
on the outer fuselage where the shape of the skin changes abruptly, such as
antenna fairings.

The acoustic analysis is done under a variety of conditions, including taxi,
takeoff, climb, cruise, descent, approach and landing. It will highlight any
especially noisy hot spots to which particular attention must be paid. These
usually include door seals, outflow valves and servo motors. In the process, an
acoustic map of the interior is developed (see illustration below), from which a
passive or active noise-reduction system (or a system combing the two) is built.

STRUCTURES
Use of closed sandwich window trim panel technology that it claimed could
reduce cabin noise by up to 10 decibels. The window-surround panel consists of
acoustically open outer layers that allow sound to pass and be better absorbed.
In addition, a decoupled sealing film prevents airborne noise from making it
through the open honeycomb from the fuselage inner wall into the interior. It is
also lighter and requires less installation time.
melamine foam acoustic material applied to reduce cabin noise, The interior
work and custom fitting of the foam, coated on both sides with a water-repellant
fleece, and attached to noise-sensitive points in layers 40 mm thick..
having different number of propeller blades at front and aft propeller.this would
cause the each blade to pass by another blade on the other propeller at separate
times versus all at once if there are same number of propellers