FIRST REPORT ON STATUS AND PROGRESS
OF NOISE RESEARCH AND CONTROL PROGRAMS
IN THE FEDERAL GOVERNMENT
DRAFT FOR REVIEW
JANUARY 29, 1975
VOLUME 21 RESEARCH PANEL REPORTS
U,S, ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND WASTE MANAGEMENT
OFFICE OF NOISE ABATEMENT AND CONTROL
WASHINGTON, D,C, 20460
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905R75109
FIRST REPORT ON STATUS AM PROGRESS
OF NOISE RESEARCH AM CONTROL PROGRAMS
IN THE FEDERAL GOVERNMENT
DRAFT FOR REVIEW
JANUARY 29, 197b
VOLUME 2: RESEARCH PANEL REPORTS
U,S, ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF AIR AND WASTE MANAGEMENT
OFFICE OF NOISE ABATEMENT AND CONTROL
WASHINGTON, D,C, 20460
-------
TABLE OF CONTENTS
Volume 2; Research Panel Reports
Appendix D
Federal Aircraft Noise Research, Development and Demonstration Programs
Interim Report of Interagency
Aircraft Noise Research Panel, August 1974
Append]'-^ JE.
Federal Surface Vehicle Noise Research, Development and
Demonstration Programs
Draft Report of Interagency
Surface Vehicle Noise Research Panel, (Undated)
Appendix F
Federal Noise Effects Research
Draft Report of Interagency
Noise Effects Research Panel, November 19, 1974
Appendix G (Not Available At Present Time)
Federal Machinery Noise Research,
to be reported by Machinery Noise Research Panel
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FEDERAL AIRCRAFT NOISE
RESEARCH, DEVELOPMENT AND DEMONSTRATION
This is an interim report prepared under
the cognizance of the interagency
Aircraft Noise Research Panel, August 1974
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TABLE OF CONTENTS
Page
1. INTRODUCTION. ;......... I
2. SUMMARY 3
3. SUBSONIC CONVENTIONAL TAKEOFF AND LANDING AIRCRAFT
NOISE PROGRAMS 11
4. BASIC RESEARCH AND TECHNOLOGY 16
5. POWERED LIFT AIRCRAFT NOISE TECHNOLOGY 22
6. ROTORCRAFT/VTOL NOISE TECHNOLOGY 26
7. SUPERSONIC CRUISE AIRCRAFT NOISE TECHNOLOGY .... 30
8. AIR TRANSPORTATION SYSTEMS STUDIES 34
9. GENERAL AVIATION NOISE RELATED TECHNOLOGY 38
10. APPENDICES 40
APPENDIX A - LIST OF REFERENCES 41
APPENDIX B - COMPENDIUM OF NOISE RELATED FEDERAL
PROGRAM PLANNING AND PROJECT
DESCRIPTIONS (A separately bound
volume) 42
APPENDIX C - GLOSSARY 43
APPENDIX D - LIST OF TABLES 45
11
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1. INTRODUCTION
Section 4 (CHI) of the Noise Control Act of 1972 requires
that the Administrator of the Environmental Protection Agency
coordinate research programs of all Federal agencies. To aid
the Administrator in fulfilling this requirement, each agency
must furnish to the Administrator such information as may be
necessary to determine the nature, scope and results of the
noise research programs of the agency. A further requirement
under Section 4(C)(3) is that the Administrator publish a re-
port from time to time to describe the status and progress of
Federal noise research programs and assess the contributions
of these programs to the Federal Government's overall efforts
to control noise.
To fulfill these provisions relating to aircraft noise
research, the EPA Office of Research and Development has orga-
nized an interagency Aircraft Noise Research Panel. The re-
sponsibilities of the Panel include collecting programmatic
information to develop an inventory of Federal aircraft noise
research and providing the expertise to make an assessment of
the adequacy of current programs to meet public health and
welfare goals relative to noise as specified by the Environ-
mental Protection Agency.
This is an interim report prepared under the cognizance
of the Aircraft Noise Research Panel as a first step in carry-
ing out a plan of action to assess aircraft noise related re-
search, development and demonstration. The purpose of this
-------
report is to provide an inventory of current and planned Fed-
eral aircraft noise RD§D programs, and it represents the ini-
tial data base upon.which the assessment will be made.
The report is organized by technical areas with each
agency's programs presented under the appropriate technical
areas. Sections 1 through 9 provide an overview of objectives
and funding for the programs with emphasis on fiscal years
1974 and 1975. Summary information on past funding for fis-
cal year 1973 and planned obligations for fiscal year 1976 are
also included. Appendix B is a separately bound volume that
contains detailed programmatic information as furnished by
the Federal agencies on their aircraft noise related RD§D
activities.
During the fall of 1974, the Aircraft Noise Research Pan-
el will carry out the assessment phase of its responsibilities,
To accomplish this objective the Panel will:
1. Review the public health and welfare goals and ob-
jectives relating to noise as developed by the En-
vironmental Protection Agency;
2. Establish appropriate Working Groups for specific
technology areas calling on the expertise available
in Federal agencies engaged in aircraft RD§D;
3. Identify specific requirements and need for detailed
review of Federal programs and analyze industry in-
dependent research and development programs;
4. Coordinate Working Group activity and integrate
findings of the Working Groups relative to the ade-
quacy of ongoing programs;
5. Prepare a summary report that specifies the extent
to which current programs can meet the EPA public
health and welfare goals and objectives relative to
noise and make recommendations on what should be
done where the assessment indicates that the schedule
-2-
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for meeting EPA goals and objectives cannot be ac-
complished with current programs and plans.
• . 2. SUMMARY
The overall Federal activity in aircraft noise related re-
search, development and demonstration is summarized in Table
2.1. Table 2.1 shows the technical areas under investigation,
the Federal agencies with a significant program in each techni-
cal area and noise relevant funding data for fiscal years 1973
through 1976. Funding data for FY 1975 and FY 1976 are based
on planned obligations.
It is noted from Table 2.1 that a significant amount of
total funding in FY 73 and FY 74 is associated with studies to
reduce noise of the current commercial fleet and is shown under
subsonic conventional takeoff and landing aircraft. Several
study categories related to noise of existing commercial air-
craft are presented in Table 2.2. The programs included in
Table 2.2 involve operational procedures for reduced noise ex-
posure, technology development, and demonstration to support
decision making on the question of retrofit of the existing
commercial fleet and demonstration of advanced technology for
nacelle design for application on modern wide-body transports.
The status of some of the NASA and DOT/FAA activities identi-
fied in Table 2.2 were reviewed before the United States House
of Representatives' Subcommittee on Aeronautics and Space
Technology in July 1974. The testimonies presented by NASA
and DOT/FAA are included in Appendix B of this report.
-3-
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The ongoing programs to p.rovide the research and technol-
ogy base necessary to design more quiet future generation air-
craft are summarized in Table 2.3. Major areas of investiga-
tion are propulsion system noise, materials, and nonpropulsive
noise (airframe aerodynamic noise). A parallel decrease of
propulsion system noise and airframe noise is required to re-
duce approach noise of future aircraft below FAR-36 minus
10 dB (see references 1 and 2, Appendix A, for detailed tech-
nical treatment of this point).
Programs to develop acceptably quiet commercial powered
lift aircraft to reduce congestion around major cities are
summarized in Table 2.4. The technical objectives of these
programs are given in Section 4, and detailed program planning
is included in Appendix B. A technical treatment of progress
and prospects for powered lift aircraft is provided in refer-
ence 1.
Table 2.5 summarizes program activity and funding for
Rotorcraft/VTOL Noise Technology. These programs, conducted
by NASA, have civil and military applications. Noise relevant
technology development for application to supersonic cruise
aircraft is given in Table 2.6. These programs are basic and
deal with propulsion, aerodynamics and sonic boom.
A more detailed treatment of the Federal noise relevant
RD§D summarized in Tables 2.1 to 2.6 is given in the following
sections of this report. Program planning and several status
reviews (July 1973) on the potential of reducing noise of the
current commercial fleet are included in Appendix B.
-4-
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TABLE 2.1. SUMMARY OF FUNDING BY TECHNICAL AREA,
AGENCY, AND FISCAL YEAR
Funding in Thousands of Dollars
Technical Area
• Basic Research and
Technology
• Powered Lift Aircraft
Noise Technology
• Rotorcraft/VTOL
Noise Technology
• Air Transportation
Systems Studies
• Supersonic Cruise Air-
craft Noise Technology
• Subsonic Conventional
Takeoff and Landing
Aircraft Noise Programs
• General Aviation Noise
Technology
Agency
NASA
DOT
DOD
Total
NASA
DOT
Total
NASA
DOD
Total
NASA
EPA
Total
NASA
DOT
Total
NASA
DOT
Total
NASA
FY
10,
- 2,
1,
15,
4,
4,
2,
2,
27,
8,
35,
73
765
830
606
201
406
241
647
267
267
255
(0
255
070
316
386
704
176
880
80
(1)
(1)
(2)
(4)
(1,3)
(1,6)
(1)
FY
14,
1,
16,
2,
2,
1,
2,
2,
2,
25,
1,
27,
74
149
785
417
351
082
082
774
534
308
428
404
832
086
299
385
204
899
103
355
FY
12,
1,
14,
3,
3,
2,
3,
2,
2,
4,
5,
75
775
255
135
192
192
469
675
144
220
220
196
100
296
771
900
671
554
FY
13,
1,
14,
3,
3,
1,
2,
3,
3,
1,
1,
76
164
755
0
919
863
863
769
275
044
216
216
322
322
483
483
400
Grand
Total
58,
716
51,
416
29,
242
26,
247
1. The NASA funding data included in this table for FY 73 are
based on information supplied to EPA by NASA in December, 1973.
The content of the breakouts by research area is not exactly
the same as those for other fiscal years listed.
2. FY 73 funding included in Powered Lift Aircraft Noise Technology,
3. Some program activity included here that is listed under Basic
Research and Technology for other fiscal years.
4. EPA FY 74 total includes some funds committed in FY 73.
5. See Appendix C for an explanation of acronyms, abbreviations,
and definition of noise relevant program costs.
6. For FY 73, $1090K of the funds listed were for subsonic
engine and.nacelle technology-Quiet Engine I.
-5-
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3. SUBSONIC CONVENTIONAL TAKEOFF AND
LANDING AIRCRAFT NOISE PROGRAMS
Noise relevant programs relating to subsonic conventional
takeoff and landing aircraft technology are listed in this
section. These programs have application to the existing com-
mercial fleet and the newer wide-body aircraft designs.
National Aeronautics and Space Administration
The status of NASA programs noted here was reviewed in
testimony before the United States House of Representatives
Subcommittee on Aeronautics and Space Technology in July 1974.
The brief technical descriptions of programs that follow can
be understood in proper context by referring directly to that
testimony which is included in Appendix B.
• Noise reduction flight procedures experiments. To
reduce 90 EPNdB approach noise footprint by at least
601 through scheduled airlines' demonstrations of
avionic systems for noise abatement flight procedures.
• Terminal configured vehicles operating systems exper-
iments. To identify and provide proven technology and
operating techniques for advanced CTOL and RTOL air-
craft for reducing approach and landing accidents,
reducing weather minima, increasing air traffic con-
troller productivity and airport and airway capacity,
saving fuel by more efficient terminal area operations,
and reducing noise by operational procedures during
the 1976-2000 time period.
• REFAN Program. To provide the technology to obtain a
75 per cent reduction in the noise footprint area of
JT8D-Powered Aircraft (727, 737, and DC-9) which ac-
count for over 60 per cent of domestic fleet operations
• Advanced acoustic composite nacelle flight program.
To demonstrate on a modern wide-body transport in
airline operation the application of advanced inter-
woven acoustic absorbent and composite structural
materials to an engine which will:
-11-
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x Reduce the noise footprint area of future produc-
tion wide-body transport aircraft by 30 per cent
with no increase in aircraft weight or fuel con-
sumption or alternately reduce aircraft weight and
fuel consumption with no increase in noise.
x Together with advanced technology engines, reduce
the 90 EPNdB noise footprint area of advanced tech-
nology transport aircraft to 2 square miles with no
increase in aircraft weight or fuel consumption re-
sulting from the nacelle or alternately reduce air-
craft weight and fuel consumption together with
some noise reduction.
Table 3.1 is a summary of noise relevant funding for the
subsonic conventional takeoff and landing aircraft noise pro-
gram. Listed in the table are a descriptive title of the
program and gross RD§D and manpower costs for fiscal years
1974 through 1976. Appendix B contains more detailed program
descriptions on all programs.
Department of Transportation-Federal Aviation Administration
DOT/FAA has several subsonic conventional takeoff and
landing aircraft noise programs under the overall program of
source noise reduction. The objective of this program is to
develop a noise source prediction capability for all cate-
gories of aircraft. Projects under the source noise predic-
tion and reduction program and their objectives are:
• 'Core- engine noise control. To provide theoretical and
experimental data to assist the designers in develop-
ing future aircraft capable of conforming to lower
noise levels than are now required by FAR Part 36.
This program would more properly be listed in Section
3 but is presented here since it cannot be easily
separated from the schedule and cost data of other
programs presented in this section.
• Prediction of aircraft configuration effects. To
study the feasibility of use of aircraft configuration
and engine placement to reduce noise propagation to
-12-
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the ground plus development of prediction procedures
for configurations of practical interest.
• General aviation aircraft. To survey and define the
noise characteristics of all general aviation aircraft
plus development of suitable noise prediction capabilities
• Retrofit feasibility. To provide test data to assist
in determining whether certain classes of turbofan pro-
pelled airplanes in the current fleet can be modified
for meaningful noise reduction in a feasible manner.
The results of this programmatic activity were reviewed
before the United States House of Representatives Sub-
committee on Aeronautics and Space Technology July 1974.
That testimony is included in Appendix B.
Table 3.2 gives the schedule and funding for source noise
reduction programs. Appendix B contains additional informa-
tion on the direction and status of these projects.
-13-
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4. BASIC RESEARCH AND TECHNOLOGY
Strict guidelines have not been employed in listing var-
ious agency programs under the category cf Basic Research and
Technology. In general, the results of programs presented in
this section have a broader range of application and are more
fundamentally oriented than programs listed in other sections.
National Aeronautics and Space Administration
Descriptive titles and specific objectives for each noise
relevant study being conducted by NASA are:
• Propulsion noise reduction. To provide data and a
technology base Tor reducing aircraft propulsion
noise with minimum weight, performance, and economic
penalties.
• Nonpropulsive noise. To understand and minimize, by
aerodynamic means, the undesirable effects of air-
frame noise.
Funding data for programs included with each study cate-
gory are shown in Table 4.1. Appendix B contains objective
documentation for the programs listed in Table 4.1.
Department of Transportation-Office of Noise Abatement
Studies relevant to aircraft noise reduction are spon-
sored by the. Office of Noise Abatement within the Office for
Systems Development and Technology and by the Federal Avia-
tion Administration within DOT. While some FAA studies may
be appropriately considered here, a consistent treatment of
cost data requires their listing elsewhere. For this reason,
only the DOT/ONA programs are considered under Basic Research
and Technology.
-16-
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DOT/ONA sponsors one program in aircraft noise reduction.
This program is directed toward understanding, modeling, and
suppressing jet noise. The studies included in the program
are conducted under contract and through interagency agreement,
The title, contracting organization, and funding data for each
project are shown in Table 4.2. Detailed descriptions of each
project are included in Appendix B.
Department of Defense
DOD has projects in several research categories. General
areas of research are summarized below.
Propulsion Noise Reduction
• Jet exhaust noise programs. To develop the technology
base necessary to significantly reduce aircraft pro-
pulsion system noise with minimum associated perfor-
mance and weight penalties.
• Rotating machinery noise programs. To define the
fundamental physical mechanisms by which combustion
affects the general sound field surrounding an engine
to aid in providing design guidelines and techniques
for modifying the combustion process for minimum
noise levels, developing effective combustor noise
suppression devices, and establishing criteria for
engine design, development and control.
• Duct acoustics and suppression programs. To develop
computer routines to predict the effect of duct lin-
ings on noise propagation and to optimize a given
duct configuration for maximum noise reduction.
• Propeller noise programs. To formulate and computer
program a comprehensive unified aerodynamic acoustic
source theory and to reduce propeller noise through
utilizing unique propeller designs based on noise
source theory analysis.
-18-
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Structural Response Programs
.Objectives of projects is this area are:
• To investigate the effects of high intensity sound
on aircraft structures.
• To study the effects of high lift device noise on
aircraft structures and the community environment.
• To dampen noise in helicopters.
Sound Propagation Programs
Objectives of projects in this area are:
• To analyze the generation and propagation of multiple
turbojet exhaust noise sources.
• To analyze the aerodynamic generation of noise,
propagation, and detectability of unpowered aircraft.
Airflow Surface Interaction Programs
Objectives of projects in this area are:
• To investigate the reduction of noise by liquid
vaporization.
• To investigate the dynamics of vortices and shock
waves in nonuniform media.
• To investigate the areas of boundary layer flows.
Table 4.3 is a compilation of the DOD funding distribu-
tion on Basic Research and Technology Programs. Appendix B
contains a brief description of each project.
-20-
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5. POWERED LIFT AIRCRAFT NOISE TECHNOLOGY
Noise technology activities associated with power-gener-
ated lift aircraft technology programs are considered in this
section. Coverage is restricted to STOL/RTOL aircraft for
short-haul applications to meet civil and military transport
needs.
National Aeronautics and Space Administration
The major study categories related to powered lift air-
craft with noise relevancy being conducted by NASA are as
follows:
• Advanced powered lift aircraft aerodynamic technology.
To develop the aerodynamics and systems technology
needed to attain the integrated aerodynamic perfor-
mance, noise, stability, control, and handling quali-
ties characteristics required for viable powered lift
civil and military aircraft designs.
• C-8 augmentor wing flight experiment. To validate in
flight the augmentor wing powered lift concept devel-
oped in laboratory programs as a practical means for
providing STOL capability. To assess in flight the
handling qualities of this type of aircraft. To pro-
vide a versatile representative powered lift aircraft
for assessment of navigation and control systems re-
quirements for safe terminal area operation.
• Quiet, clean, short-haul experimental engine (QCSEE).
To design, build, and test experimental engines to
consolidate and demonstrate the technology needed
for very quiet, clean, and efficient propulsion sys.-
tems for economically viable and environmentally ac-
ceptable powered lift short-haul aircraft.
• Quiet short-haul research aircraft (QSRA). To obtain,
by means of a low-cost experimental aircraft, quiet
propulsive lift flight research data on an advanced
propulsive lift configuration at lift coefficients
greater than 4.5 and 90 EPNdB noise footprint areas
smaller than one square mile.
• Advanced medium STOL (AMST) prototype aircraft (Quiet
Propulsive Lift Technology). To obtain, through
-22-
-------
participation in the Air Force AMST prototype programs,
propulsive lift flight research data on a straight-
wing externally blown flap configuration at lift co-
efficients up to about 3.5.
• STOL operating systems experiments. To establish a
technology base upon which operational STOL short-haul
systems can be based with confidence in the 1978-2000 .
time period. To demonstrate operating systems tech-
nology, operating procedures, and guidance, navigation,
and control concepts for high-density terminal'area
operation.
Funding data for these programs are given in Table 5.1.
Specific technology goals, milestones, and technical and man-
agement approach are given in Appendix B for each NASA study
category presented in Table 5.1.
Department of Transportation-Federal Aviation Administration
The FAA participates with NASA in program activity re-
lated to powered lift aircraft technology as noted previously
in Table 5.1. Additionally, the FAA conducts a program on
V/STOL aircraft. A descriptive title and broad statement of
objectives for this program follows:
• V/STOL aircraft - noise source reduction. To identi-
fy,evaluate,and control component noise sources in-
herent in V/STOL systems including studies of jet pro-
pulsion and rotary systems and noise prediction
techniques.
Table 5.2 gives the FAA identification number for the
V/STOL aircraft noise program, the major subprogram titles,
the program schedule, and funding data as of July 1, 1974.
For FY 1974 and FY 1975 contract funding is included with
other programs and is therefore listed elsewhere in this re-
port. A more detailed description of this program is given
in Appendix B.
-23-
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6. ROTORCRAFT/VTOL NOISE TECHNOLOGY
This section considers noise relevant studies associated
with technology programs for aircraft with rotor induced lift
and advanced VTOL lift concepts. It deals primarily with VTOL
aircraft for civil and military applications.
National Aeronautics and Space Administration
The noise relevant rotorcraft technology programs and
statements of objectives are as follows:
• Advanced rotorcraft aerodynamic technology. To deter-
mine and improve the performance,dynamic loads,
noise, control, stability, vibration and handling
qualities characteristics of helicopter rotors and
rotorcraft configurations in order to permit the de-
velopment of rotorcraft having substantially greater
mission and cost effectiveness than current (1973)
operational vehicles in military and civil usage.
• Advanced VTOL aircraft aerodynamic technology. To
provide the technology required to enable the devel-
opment of viable military and civil aircraft having
effective VTOL capability together with speed, range,
operating cost, and mission/operational capabilities,
approaching those of 1973 operational medium range
military and civil CTOL aircraft. This requires the
development of a thorough knowledge and understanding
of the aerodynamic performance, noise, control, and
stability characteristics, and piloting qualities
peculiar to VTOL system concepts.
• Tilt rotor research aircraft. To demonstrate ad-
vanced rotorcraft^ technology for military and civil
VTOL vehicles having twice the cruise speed of the
helicopter while retaining its efficient hover
capability.
-26-
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• Rotor systems research'aircraft. To provide a unique
flight test capability in 1976 for advanced rotor re-
search on a wide variety of promising new rotor con-
cepts. To expedite improved rotorcraft research through
the use of a specially designed flight test vehicle.
• Rotor systems for rotor systems research aircraft (RSRA),
To select, acquire, and evaluate on the Rotor Systems
Research Aircraft (RSRA), under joint development by
the Army and NASA, three practical advanced rotor sys-
tems concepts. To demonstrate through tests of these
concepts in the real flight environment the integrated
performance, dynamics and acoustics technology im-
provements achievable.
Table 6.1 provides a funding summary of the Rotorcraft/
VTOL aircraft technology studies with noise relevance being
conduced by NASA. Specific technology goals, milestones, and
technical approach are included in Appendix B for each of the
studies listed in Table 6.1.
Department of Defense
DOD Rotorcraft/VTOL noise technology programs and their
objectives are:
• Tip vortex effects on rotary-wing aerodynamics. To
significantly reduce undesirable rotor blade noise
signatures and alleviate the blade-tip vortex inter-
action problem.
• Glare and noise reduction of helicopter rotor blades.
To develop various materials and compositions capable
o reducing the glint, glare, and noise from heli-
copter rotor blades without impairing lift or in-
creasing weight or drag.
• Unsteady aerodynamics of blade-vortex interaction. To
study the unsteady aerodynamic mechanisms responsible
for helicopter noise.
• Investigation of noise generation on a hovering rotor.
To define the noise field generated by a rotor.
• Analytical studies of helicopter rotor broadband noise
generation.To establish a closed form solution for
predicting the broadband noise intensity radiated by
helicopter rotors.
-27-
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• Studies in low speed flight. To investigate problems
associated with low speed flight of helicopters.
• Systems studies of helicopter noise requirements. To
establish a new methodology for systems analysis
which includes noise criteria and to develop a new
wind tunnel facility for making useful noise measure-
ments on V/STOL aircraft types.
• Tilt rotor research aircraft. To supplement funding
of program conducted by NASA in cooperation with the
Air Force.
• Rotor systems research aircraft. To supplement fund-
ing of program being conducted by NASA in cooperation
with the Air Force.
Funding levels for DOD Rotorcraft Noise Technology Pro-
grams are: $267,000 for FY 1973, $534,000 for FY 1974,
$625,000 for FY 1975, and $275,000 in FY 1976. Appendix B
contains brief descriptions of DOD programs listed here.
-29-
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7. SUPERSONIC CRUISE AIRCRAFT NOISE TECHNOLOGY
Programs with noise relevancy that are directed toward
providing a technology base for future generation aircraft
with supersonic cruise capability are presented in this sec-
tion. It is noted that many of the programs listed under
Section III - Basic Research and Technology have direct ap-
plication to supersonic cruise aircraft.
National Aeronautics and Space Administration
NASA has two programs dedicated to supersonic cruise air-
craft technology with noise relevancy:
• SCAR propulsion technology. To establish an expanded
supersonic propulsion technology base in parallel with
the expansion of other supersonic disciplinary tech-
nologies which will permit the reduction of noise in
takeoff and landing to levels less than the Douglas
DC-10 and Lockheed 1011; reduce fuel consumption rates
which can make supersonic cruise aircraft significantly
more efficient; and nitric oxide emissions in high al-
titudes that are greatly reduced from levels possible
with today's technology.
• SCAR aerodynamic performance technology. To establish
an expanded supersonic aerodynamics technology base in
parallel with the expansion of other supersonic dis-
ciplinary technologies which will permit improvements
in L/D, reductions in sonic boom, and the translation
of technical advances into integrated aircraft systems.
Table 7.,1 is a funding summary for the supersonic cruise
aircraft noise technology programs. Each program and noise
related projects are listed. More detailed program descrip-
tions are given in Appendix B.
Department of Transportation-Federal Aviation Administration
The FAA is conducting two programs relative to superson-
ic cruise aircraft noise technology. They are:
-30-
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• Source sonic boom reduction. This is an effort to de-
velop a definition of the air and ground system re-
quirements for successful threshold mach number operation.
• Operational sonic boom reduction.- This effort is to
provide prototype digital lightweight inexpensive son-
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data for use in long-range threshold mach number opera-
tional feasibility studies.
Table 7.2 shows the program schedule for the source son-
ic boom reduction and operational sonic boom reduction pro-
grams. The schedule has been updated to indicate milestones
and targets as of July 1, 1974.
-32-
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8. AIR TRANSPORTATION SYSTEMS STUDIES
Studies considered in this section are concerned with
the interrelation of future air transportation needs, tech-
nology requirements, socioeconomic and environmental factors
and aircraft/airport interface.
National Aeronautics and Space Administration
Systems studies being conducted by NASA that have sig-
nificant noise relevance are:
• Quiet propulsive lift transport technology systems
studies. To identify, through aircraft definition
and transportation systems studies, the problem areas,
configurations and technology for emphasis in future
quiet propulsive lift technology programs, including
flight research.
\
• Short-haul transportation systems analysis. To devel-
op a sound technological base for future decisions re-
lating to the design, development, and operation of
short-haul transportation systems; to examine the re-
lationships between short-haul technology and short-
haul economics, markets, and implementation; to iden-
tify potential viable short-haul airplane concepts and
their design and performance criteria for practical
short-haul transportation systems including considera-
tion of market, economic and environmental factors.
• Analysis of future civil air transportation systems
and concepts.To identify promising aeronautical
systems, determine optimum characteristics, and define
technology requirements and costs associated with such
systems. Studies include general aviation aircraft,
CTOL, 'STOL, and VTOL transports, advanced subsonic
transonic transport aircraft, and advanced supersonic
transports.
• High transonic speed transport (HiTST) system study.
To provide detailed configuration definitions of a high
transonic speed transport concept with design studies
to include fatigue and flutter characteristics of com-
posite structures, low speed stability, and control of
yawed wing for emergency maneuvers, and new engine
technology application for reduced noise.
-34-
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• Subsonic/Transonic C/RTOL transport technology systems
and design studies.To make technology advances avail-
able for superior subsonic C/RTOL transport aircraft to
satisfy anticipated requirements in the 1980's; to de-
termine the feasibility of utilizing aircraft fuels
other than JP fuel for subsonic cargo and passenger air-
craft; to investigate new approaches to providing more
economical subsonic transport of liquid and solid cargo
in anticipation of the need for increased air transport
of cargo.
• Subsonic/Sonic CTOL transport technology propulsion
studies"!! To study the application of advanced tech-
nology to the improvement of future commercial trans-
port aircraft including consideration of economic
factors involving parameters such as aircraft drag,
propulsion efficiency, cost, and propulsion system
noise and exhaust emissions.
Table 8.1 provides a funding summary of the air transpor-
tation systems studies being conducted by NASA and discussed in
the preceding paragraphs. Additional detail on objectives,
approach, and milestones for each program is provided in Ap-
pendix B.
Environmental Protection Agency (EPA)
EPA sponsors studies to support its activities related to
aircraft regulations. The projects most relevant for inclu-
\
sion here for FY 1973 and FY 1974 are listed in Table 8.2.
-35-
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-37-
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9. GENERAL AVIATION NOISE RELATED TECHNOLOGY
Many of the noise related programs presented in other
sections of this report have application to general aviation
aircraft. In particular, the NASA programs, Basic Noise Re-
search and Noise Technology, involve studies of propeller
noise reduction. DOT/FAA also conducts studies relevant to
general aviation aircraft but are included in Section 8 since
it is difficult to isolate this activity from cost and program
scheduling data.
National Aeronautics and Space Administration
The title and statement of objective of the NASA program
dedicated specifically to general aviation aircraft are:
• General aviation aerodynamic technology. To develop
and demonstrate advanced technology for general avia-
tion use that will permit the design of future U. S.
aircraft that are safer, more productive, and clearly
superior to foreign competition.
Table 9.1 shows the major study categories and the fund-
ing in the general aviation aerodynamic technology program.
Appendix B contains an expanded discussion of this program.
-38-
-------
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10. APPENDICES
-40-
-------
APPENDIX A
LIST OF REFERENCES
1. Civil Aviation Research and Development Policy Study: Re-
port DOT TST-10-4, NASA SP-265; Supporting Papers DOT TST-
10-5, NASA SP-265, March 1971.
2. Aircraft Noise Reduction Technology. A report by the Na-
tional Aeronautics and Space Administration to the Environ-
mental Protection Agency for the Aircraft/Airport Noise
Study, March 30, 1973. This report gives a technical
treatment of progress, status, and planned research by
NASA relative to aircraft noise.
-41-
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APPENDIX B
COMPENDIUM OF NOISE RELATED
FEDERAL PROGRAM PLANNING
AND PROJECT DESCRIPTIONS
(A separately bound volume)
-42-
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APPENDIX C
GLOSSARY
AMST - Advanced Medium STOL Transport.
ARC - Ames Research Center.
C/RTOL - Conventional/Reduced Take Off and Landing.
CTOL - Conventional Take Off and Landing
DOD - Department of Defense.
DOT - Department of Transportation
EPNdB - Effective Perceived Noise Level in dB.
FAA - Federal Aviation Administration.
FAR-36 - Federal Aviation Rule, Part 36.
FRC - Flight Research Center.
FY - Fiscal Year.
HiTST - High Transonic Speed Transport.
JPL - Jet Propulsion Laboratory.
L/D - Lift-Drag Ratio
LaRC - Langley Research Center.
LeRC - Lewis Research Center.
NASA - National Aeronautics and Space Administration.
Noise Relevancy Factor - An indication of how pertinent a
given activity is to understanding
and reducing noise.
Noise Relevant Program Costs - Net R§D times the noise rele-
vancy factor plus $30K times
number of man years times the
noise relevancy factor. Pro-
cedure used to compute cost
data for NASA programs.
ONA - Office of Noise Abatement.
QCSEE - Quiet Clean Short-Haul Experimental Engine.
-43-
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QSRA - Quiet Short-Haul Research Aircraft.
RD§D - Research, Development, and Demonstration,
RSRA - Rotor Systems Research Air-craft.
RTOL - Reduced Take Off and Landing.
RTOP - Research and Technology Operating Plan.
SAM - Sound Absorbing Material.
SCAR - Supersonic Cruise Aircraft.
STOL - Short Take Off and Landing.
USAF - United States Air Force.
V/STOL - Vertical/Short Take Off and Landing.
VTOL - Vertical Take Off and Landing.
-44-
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APPENDIX D
LIST OF TABLES
Page
2.1 Summary of Funding by Technical Area, Agency,
and Fiscal Year 5
2.2 Funding Summary for Subsonic CTOL Aircraft Noise
Programs 6
2.3 Funding Summary for Basic Research and Technology. 7
2.4 Funding Summary for Powered Lift Aircraft Noise
Technology 8
2.5 Funding Summary for Rotorcraft/VTOL Noise
Technology 9
2.6 Funding Summary for Supersonic Cruise Aircraft
Noise Technology 10
3.1 NASA Noise Relevant Subsonic CTOL Aircraft Program 14
3.2 DOT/FAA Aircraft Noise Abatement--Source Noise
Reduction 15
4.1 NASA Noise Relevant Basic Research and Technology. 17
4.2 DOT/ONA Jet Noise Research Program 19
4.3 DOD Aircraft Noise Research Programs 21
5.1 NASA Noise Relevant Powered Lift Aircraft
Technology Programs 24
5.2 DOT/FAA Program Schedule Relevant to Powered Lift
Aircraft Noise Technology 25
6.1 NASA Noise Relevant Rotorcraft/VTOL Technology
Programs 28
7.1 NASA Noise Relevant Supersonic Cruise Aircraft
Technology Studies 31
7.2 DOT/FAA Source Sonic Boom Reduction, Operational
Sonic Boom Reduction Program Schedule 33
8.1 NASA Noise Relevant Air Transportation Systems
Studies. 36
-45-
-------
LIST OF TABLES ( continued )
Page
8.2 EPA Aircraft Noise Systems Studies 37
9.1 NASA Noise Relevant General Aviation Aircraft
Technology Studies 39
-46-
-------
F T
This copy has been modified to reflect
the changes suggested by NASA. Specifically,
budgetary data has been removed but
descriptions of programs has. been left
as in the original. No changes have been
made in the DOTS DOD^ tvwO^»rt.
APPENDIX B -fr An ^ -^ ' < 3
COMPENDIUM OF AIRCRAFT NOISE RELATED
FEDERAL PROGRAM PLANNING AND PROJECT
DESCRIPTIONS
This is an interim report prepared under
the cognizance of the interagency Aircraft
Noise Research Panel, August 1974.
-------
APPENDIX B
COMPENDIUM OF AIRCRAFT NOISE RELATED
FEDERAL PROGRAM PLANNING AND PROJECT DESCRIPTIONS
-------
Preface
This document contains detailed program planning information on
the Federal Agencies' Aircraft noise research, development, and demon-
stration activities. The information and data are presented basically
in the form submitted to EPA through the agencies' representatives on
the Aircraft Noise Research Panel. This document can be viewed as the
status of programs and plans as of July, 1974.
-------
TABLE OF CONTENTS
Page
NASA Program Descriptions
1. NASA Subsonic Conventional Takeoff and Landing 3
Aircraft Noise Programs
a. NASA July 25, 1974 Testimony-on Aircraft Noise 19
Programs before the House Subcommittee on
Aeronautics and Space Technology
2. NASA Basic Research and Technology Programs 54
3. NASA Powered Lift Aircraft Noise Technology 65
Programs
4. NASA Rotorcraft/VTOL Noise Technology Programs 88
5. NASA Supersonic Cruise Aircraft Noise Technology 107
Programs
6. NASA Air Transportation System Studies 114
7. NASA General Aviation Noise Technology Programs 121
DOT/FAA Aircraft Noise Programs 126
1. DOT/FAA July 25, 1974 Testimony on Aircraft Noise 142
Programs before the House Subcommittee on
Aeronautics and Space Technology
DOD Aircraft Noise Programs 159
NSF Programs 175
-------
NASA
PROGRAM
DESCRIPTIONS
-------
NASA
SUBSONIC CONVENTIONAL TAKEOFF
AND LANDING AIRCRAFT NOISE PROGRAMS
-------
NOISE REDUCTION FLIGHT PROCEDURES EXPERIMENTS
(768-80) On Going
Program Objective
Reduce 90 EPNdB approach noise footprint by at least 60% thro'ugh
scheduled airlines' demonstration of avionic systems for noise
abatement flight procedures.
DOT considers the two-segment approach procedure to be the most
promising operational noise abatement technique now under evalua-
tion and an important part of the-overall noise reduction program.
Program Targets
NASA will demonstrate operational avionics and flight procedures that
can be used to reduce airport community noise through the following
steps:
o Complete six month trunk airline demonstration of
two-segment approach with a B-727 in scheduled air-
line service - November 1973.
o Complete six-month trunk airline demonstration of
two-segment approach with a DC-8 in scheduled air-
line service - October 1974.
o Demonstrate potential of other operating techniques
for reducing aerodynamic and propulsion noise on
approach and landing - January 1976.
Program Approach
The NASA program for noise reduction has placed primary emphasis on the
two-segment approach, which offer significant benefits.
o For reduced noise impact
o At a relatively small cost
-(>-..
o With/potential of early implementation
28-0
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Program activities arc closely coordinated with the FAA
and the Joint ODT/NASA Office of Noise Abatement. They
are being managed by the Ames Research Center with parti-
cipation by the airline industry, airline pilots, avionic
manufacturers, and air traffic controllers at. several air-
ports .
Two avionic system concepts are being evaluated. The main
differences between the concepts are the techniques that
will be used to establish the upper segment glide slope
guidance. One1 concept, for aircraft not equipped with
area navigation, will cost approximately $37,000 installed.
The other concept, based on modification of area navigation
equipment already installed in the aircraft, will cost
approximately $9,000.
The program involves analysis, simulation, flight test,
and in-service evaluation in two aircraft types: the
B-727, and DC-8. The applicability of the procedures
over the remainder of the fleet of current jet transports
will be evaluated by analysis and simulations.
Over 1200 two-segment approaches have been made in the
B-727 by over 120 pilots from 13 airlines at five airports.
Of these, approximately 600 approaches by 58 line pilots
have been made in passenger carrying service.
Preliminary results:
t o* Have obtained line pilot acceptance in one airline
in one type aircraft:
- procedure has been demonstrated to be safe
- Procedure can be interfaced with today's ATC
environment
- Avionics system provides good navigation accuracy
on upper segment
- No significant increase in pilot workload
- Passenger comfort not affected
3.8-0. I
-------
o Two-segment approach provides approximately 60%
reduction in the 90 EPNdB approach noise footprint
area for the B-727.
Research continuing into FY 75- includes the DC-8 in-service
evaluation, investigations of the effects of operating pro-
cedures on aerodynamic and propulsive noise, and develop-
ment of pirocedur.es that achieve maximum noise reduction.
Investigations have been conducted on a preliminary evalua-
tion of the wake vortex behind and below jet aircraft fly-
ing a two-segment approach in order to determine if any
additional hazard exists to following aircraft.
Need and Relevancy
The NASA in cooperation with the FAA and the airlines has
been involved in developing and evaluating the operational
procedures for noise reduction for a number of years. The
landing approach studies indicated potentially large noise
reductions could be achieved by three noise reduction approach
techniques: the two-segment approach, the energy management
or decelerating approach, and the curved ground tracks
approach. Although it was found that these flight procedures
are well within the performance capability of current day
jet transports, they impose new requirements on the pilot
duties and workload, on the pilot displays, on the guidance
and navigation system, on the aircraft control system, on
the ATC flow of aircraft to high density runways, and possible
different wake turbulence effects. NASA decided in 1971 to
embark on a substantial effort to develop suitable avionics
for noise abatement procedures and to obtain sufficient
experience so that they are accepted for routine operations.
In July 1973, the Administrator of the Environmental Pro-
tection Agency submitted a "Report to Congress on'Aircraft/
Airport Noise" in compliance with the Noise Control Act of
1972. The purpose of the report is to recommend ways in
which the public health and welfare can be protected from
excessive aircraft noise.
The following excerpts from this report reinforces the sound-
ness of NASA's decision relative to t' e need and relevancy
of procedural methods of aircraft noi. e reduction.
22-0. z
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"Approximately 16 million persons are presently impacted
by aviation noise in the United States, and in spite of
the introduction of quieter new aircraft, the number will
continue to be of major proportion until the mid-1980's
• unless aggressive action is taken."
"Aircraft noise around airports is presently a principal
constraint on the future growth of the air transportation
system."
"It is evident that there is a need to mobilize available
resources and technology, including those of providing
newer and quieter aircraft for the future, to deal with
this problem in a coordinated time-phased fashion."
"If noise levels protective of the public health and welfare
are to be achieved around the Nation's airports in the near
future, it will be necessary to establish a Federal regula-
tory program which effectively combines Federal controls
on aircraft flight procedures, technology, and noise con-
trol options .available to airport operations and local
jurisdictions."
"From the foregoing, it can be seen that a number of noise
abatement flight procedures are available for implementa-
tion. Although by themselves, they cannot totally resolve
the noise problem, they play an important part in any com-
prehensive plan for noise abatement."
"The two-segment approach seems to hold the most promise
(of several different noise abatement approach procedures)
for significant approach relief."
"The main objections to two-segment approaches come from
ALPA pilots and some segments of the airline industry.
They desire more testing to be certain that safety will
not be degraded by the higher descent rates in the steep
segment."
\
"EPA also concludes that two-segment approaches in IFR
conditions are technically feasible after installation
of equipment currently available in prototype form. Such
approaches are expected to be consistent with the highest
degree of safety upon completion and evaluation of the
current NASA test program and certification of the equipment."
-------
The Noise Reduction Flight Procedures Experiments program is
being conducted by the NASA Office of Aeronautics and Space
Technology to be responsive to the national need to protect
the public health and welfare from aircraft noise.
2 2-0 A
8
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TERMINAL CONFIGURED VEHICLE OPERATING
SYSTEMS EXPERIMENTS
(768-81) On going
Program Objective
Identify and provide proven technology and operating techniques for
advanced CTOL and RTOL aircraft for reducing approach and landing
accidents, reducing weather minima, increasing air traffic controller
productivity and airport and airway capacity, saving fuel by more
efficient terminal area operations and reducing noise by operational
procedures during the 1976-2000 time period.
An expression by the U. S. scheduled airlines through the Air Transport
Association on the desired direct thrust and content of. the government's
aviation research and development efforts proposes a research, develop-
ment and applications engineering effort with three major work areas:
(1) solution of environmental problems; (2) air traffic control process
development and automation; and (3) aircraft and aviation support systems
improvement.
Program Targets
Major targets of this program include technology readiness in the late
1970's for:
o Precision 4D flight path control by FY 1976 for
- improved accuracy of time of arrival at runway from
18 sec. to 5 sec.
- decreased spacing between parallel runways from
5000' to 3000'.
o Steeper, curved, and decelerating landing approach - FY 1976.
o Automatic landings in zero visibility - FY 1977.
o Reduction of the impact of aircraft on the environment in
terms of aircraft noise and air pollutions FY 1976.
o Landing rates in IFR which approach VFR rates - FY 1977.
29-0
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o Guidance and control capability for reduction in
separation between eiir craft on landing approach
from 3 and 5 miles to 1 and 2 miles - FY 1976.
o Reduction in runway occupancy time from 55 sec. to
25 sec. - FY 1977.
o Avionics which interface with an advanced ATC system -
FY 1978
o Greater safety - FY 1979.
o Improved productivity by minimizing terminal area
delays - FY 1979.
Program Approach
NASA and FAA are working together on this program, under a
joint agreement. The program is being managed by the
Langley Research Center with most of the flight experiments
being conducted from Wallops Station.
In comparison with existing transport aircraft, a terminal
configured CTOL or RTOL aircraft should possess improvements
in the following areas: greater flight path flexibility;
less pollution and noise; improved acceleration, decelera-
tion and lift capability; slower approach and departure
speeds; closer spacing without wake vortex hazard; more
accurate position, speed, and time control; less time on the
runway, less sensitivity to wind and weather; greater speed
flexibility; safer and better handling qualities; and reduced
operating costs. To define operational systems needed to
produce the above improvements and to identify areas where
technology emphasis should be placed, initial attention in
this program will be placed on analytical and experimental
studies. Later, simulation and flight evaluation will be
the primary tools in carrying out this program.
Plans for the program include research in conjunction with
the Microwave Landing System (MLS) , now under development
by the FAA, and applying the greater accuracy and reliability
of digital . computer techniques to what are presently analog
avionic systems. The MLS opens up many opportunities for
improvement in terminal area operations because the aircraft
is freed from the standard one-course ILS approach. Present
aircraft instrument approach systems are not compatible with
MLS.
10
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Flight experiments using advanced displays and performing
precision 4D flight paths in a uniquely equipped B-737 air-
craft will commence late in FY 74.- This research will con-
tinue heaviJy in FY 75 with particular emphasis on improving
adverse weather approach and landing capability and safety
through use of advanced displays and flexible, auto;iuitic
digital flight control and guidance systems. Available and
simulated advanced radio navigation aids will be utilized in
flight tests at Wallops Station. -Flight simulation and
analysis work will lead and support flight tests. Feasibility
demonstrations of.,advanced equipment will be conducted at
key points during the program.
Additional details are available in the Dec. 1, 1973 Program
Plan entitled, "Terminal Configured Vehicle Program".
Need and Relevancy
The following excerpts from The National Aviation Syrtern Policy
Summary, March 1973, which summarizes the FAA policies for
the development of National Aviation System over the
next ten years, clearly state the need and relevancy of the
objectives of this program:
"Thus, in consonance with National Transportation System
• goals, the broad technical goals over the next ten years
can be summarized as follows:
i
o Increase airport capacity
o Increase airway capacity
• o Improve airway and airport safety
o Minimize system operating costs
o Minimize the impact of air transport on the environment"
"The heart of the present air traffic problem lies at five
high-density terminal locations where congestion and costly-
delays occur during adverse weather conditions and regu-
larly during the peak hours. Without system improvements,
the number of terminals experiencing such congestion is
expected to increased to 21 by 1981."
"Of all the major issues, this (the impact of environmental
concerns on aviation systems development) is potentially
the most important."
11
-------
"Long range impacts of the energy problem on aviation are
still unclear, but it is quite probable it will act as a
constraint on expanded aviation service."
These positions are supported by many others; for example, the DOT Air
Traffic Control Advisory Committee and the Joint DOT/NASA Civil
Aviation Research and Development Policy Study.
Since the problems of safety, adverse weather, noise, congestion, and fuel
wastage manifest themselves most strongly in the high density terminal
area, this program is concentrating on the terminal area performance
characteristics of civil transport aircraft. Terminal area air traffic
control is not .merely a combination of procedures and hardware, but is a
complex system involving people, aircraft, airports, and airport neigh-
bors. All elements of the system must be studied in relation to each other
and to their environment. The terminal area performance characteristics
of aircraft are vital parameters in air traffic control.
If the long-term rate of growth of air transportation continues, airplane
characteristic improvements in combination with planned FAA improvement
in the ground system have the potential benefits of:
o Improvement of runway operations by 50 to 150%.
o Saving an average of 750,000 gallons of fuel per
transport aircraft per year.
o Reducing the cost of delays by 1/2.
o Saving passenger time valued at more than $100M per year.
o Maximizing the effectiveness of the FAA Third and Fourth
Generation ATC Systems.
In order to provide the system operating technology in a timely,and effec-
tive manner, the TCV program will undertake to identify gaps in the current
technology of operating systems (such as displays and aircraft performance
requirements), and generate solutions which will permit more efficient
terminal area operations. It is important that the TCV program be conducted
in a time frame that is compatible with planned
29-0.3
12
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improvements in the National Aviation System. In order that
the advanced airborne technology and systems required to intee
face with the future ATC system being develope-d under FAA leader-
ship are available by the mid 1980's, they must be essentially
demonstrated by the late 1970's. The planned schedule of
TCV activities is designed to accomplish this purpose.
Safety of aircraft occupants is of- fundamental importance in
an air transportation system. Through a 60-plus year history
of operations, accidents have provided clear and sometimes not
so clear indications of hazard areas. With the advent of more
reliable jet engines, en route accidents due to piston engine
failure, severe weather encounters, and in-flight fires as
well as takeoff accidents due to engine failure have declined
as major accident prone areas, leaving the approach and
landing phase accounting for more than half thie fatal acci-
dents. Offsetting higher approach and landing impact speeds
as a threat is the improved structural integrity,of modern
aircraft and improved passenger seat retention. Control
systems are more sophisticated, and navigation/communication
is exceedingly complex by 1950 standards, and decision times
for critical events in the landing process are short, all of
which add up to more stress on the pilot's judgement and
decision process. This makes an error in judgement potentially
more dangerous in terms of an accident. A systems analysis
will provide a rational assessment of potential accident-
prone areas in flight operations.
TCV experiments will lead to reduced pilot workload by
improved flight deck design, better understanding of crew
inter-personal relationships, and automation. The aft flight
deck of the 737 RSFS will provide a unique facility for man-
vehicle (human factors) technology development. The potential
for significant reduction of approach and landing accidents
is considered high.
Not only is the activity conducted under this program rele-
vant to our efforts to ensure future airplanes capability to
meet forecast traffic demand without adverse effect on safety
.and airport communities, it is aimed at putting the U. S.
industry on a more competitive basis ir. world markets of
manufactured aircraft and aeronautical equipment.
13
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REFAN PROGRAM
Program Objective
Provide the technology to obtain a 75 percent reduction in
the noise footprint area of JT8D-powercd aircraft (727, 727
and DC-9 ) which account for over 60 percent of domestic fleet
operations . •
Furnish FAA and EPA with the technological and cost data
essential for consideration of rulemaking on engine retrofits.
Program Targets
I
Major targets of the Refan Program are the following:
o Complete the design of the refanned JT8D engine and
acoustic nacelles for 727 and DC-9 aircraft by
July 1973.
o Verify the predicted aerodynamic and acoustic per-
formance of the refanned engine with ground engine
tests starting in February 1974.
o Demonstrate the objective of 75 percent noise
reduction with refanned engines and 727 aircraft
nacelles by ground tests starting in February 1975.
o Demonstrate the objective of 75 percent noiso
reduction by actual flight tests of a DC-9 aircraft
starting in February 1975.
o Final economic and performance data to FAA by
June 1975.
Program Approach
The approach to accomplishing this objective is to develop
modifications for the JT8D engine that can be produced as
retrofit. kits , develop nacelles with acoustic treatment for
the modified engines, and demonstrate the noise levels and
performance levels of a DC-9 airplane in flight and a 727
propulsion system in ground tests.
v
The JT8D engine will be modified by replacing the existing
two-stage fan with a larger diameter single-stage fan employ-
ing wide spacing between the vanes and rotor. The core engine
pressure and flow will be maintained by two booster stages
in front of the compressor. The fan turbine last stage
34-0
14
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rotor blade will be recambered. These changes will increase
the engine thrust and lower the core jet velocity for the
same cycle temperature. The lower jet velocity will result
in decreased jet mixing noise. Acoustic treatment will be
added to fan ducts and other acoustic devices will be con-
sidered to select an optimum engine nacelle. In the interest
of minimizing the cost of the retrofit kit, no modifications
will be made to any engine or airframe components unless they
are necessary for or contribute directly to the substantial
reduction of noise.
The program will be conducted through contracts with engine
manufacturers, aircraft manufacturers and airline operators.
NASA inhouse effort will be used both to manage the contracted
efforts and to directly support the program through studies
and tests in NASA facilities. The first phase of the program,
completed in June 1973, established the refanned engine and
nacelle definition through analysis, design and limited com-
ponent testing. The second phase of the program, starting in
July 1973, will culminate in ground tests of a 727 refanned
propulsion system and flight tests of a refanned DC-9 aircraft
both in February 1975.
Need and Relevancy
The environmental impact of aircraft noise has been identified
as a critical factor limiting the growth of civil aviation.
Vigorous public reaction to the annoyance of aircraft operations
has stifled civil air system expansion, produced costly liti-
gations, and resulted in operational constraints which limit
airport capacity and constrain aircraft procurement. Demon-
stration of the refan feasibility provides a basis for implemen-
tation of a refan retrofit which would reduce the noise foot-
print areas of the aircraft principally responsible for the
high community noise exposure by 75 percent. Further, these
same modifications can be introduced in the production of new
727, 737, and DC-9 aircraft to result in quieter, new aircraft.
34-0.1
15
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OBJECTIVE NO.766-78
ADVANCED ACOUSTIC COMPOSITE -MACELLE
.FLIGHT PROGRAM
Program Objective -
Demonstrate on a modern widembody transport in airline
operation the replication of advanced ""interwoven acoustic"?
absorbent and composite structural materials,;,tQ',.an .engine
•nacelle which, will:/ "
•o Reduce the noise footprint^area of future
production wide-body transport aircraft by
30 percent v/ith no increase in aircraft
weight or fuel consumption or alternatively
reduce aircraft weight and fuel consumption
with no increase in noise.
o Together with advanced technology engines,
reduce the 90 EPIidB noise footprint area of
•advanced tecr.nolo.-y transport aircraft to
2 square miles v/itn no increase in .aircraft
weight or fuel consumption resulting from
the nacelle or alternatively reduce aircraft
weight and fuel consumption together with
some noise reduction.
Program Targets
Recent materials and structures developments at Langley
Research Center on interwoven acoustic and composite
materials offer the promise of considerable reduction
in operating costs. This program will exploit these
materials to:
o ' Complete nacelle concept definition studies
and verify approach by January ly/b
o Complete ground tests of an advanced tech-
nology nacelle by early 1979
o Certify an advanced nacelle for airline ser-
vice on a wide-body transport by late 1979
o Demonstrate quiet nacelle performance in
routine airline service bv IV 32
44 -
16
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Program Approach
Current technology using uniform wall treatment basically
attenuates the noise by the addition of acoustic absorbent
materials to the structural materials. A promising ad-
vanced technology noise suppression technique embodies a
reflection principle in addition to attenuation to decrease
noise transmission. This is accomplished by interweaving
acoustic aosorbent and structural materials in. a composite
material form and thereby forming an acoustic structural
material. By using multiple changes in wall acoustic
treatment (segmented treatment), lower riot transmission
is achieved. The performance of the technique is striking
- experimental results indicate about 15dB-recLuction in
sound intensity compared to the same weight of metalic
material with added acoustic absorbent material. Utili-
zation of the acoustic composite material can .further
eliminate the inlet and duct splitter rings which are
currently used for noise suppression together with their
•associated drag and fuel penalties.
The project will be based on FY 1974 studies to determine
areas where the application of composites with, integrated
acoustic material has the greatest payoff with respect to
weight, cost, and noise reduction. The experimental pro-
gram will be carried out in two phases. The first phase
consists of preliminary design of the engine nacelle to
be tested. The second phase will include the detail design,
fabrication, and testing of the nacelle. The program, will:
(1) evaluate various design concepts for the integration of
composite materials with nacelle acoustic treatment in terms
of initial cost, noise reduction, weight reduction, mainte-
nance cost, and feasibility of application to existing pro-
pulsion systems as well as to advanced installations;
(2) develop the technology associated with selected design
concepts by means of analyses, ground tests, and limited
flight tests and perform all analyses and tests required
for commercial application; and (3) perform ground tests,
and flight tests in commercial service, of production com-
posite/acoustic nacelles to provide sufficient data-on
performance, maintenance requirements, and maintenance
costs to establish aircraft and airline industry confi-
dence in the application of composites to engine nacelles.
Overall direction and coordination of the Program will
be accomplished by the OAST Transport Experimental Programs
Office. The Langley Research Center will be designated the
lead Center for the project with support by the Lev/is
Research Center (propulsion activities). Program coordi-
nation with D3T/FAA and with the airlines will be maintained
and nacelle certification will be under the direction of the
FAA.
44-0.'
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Need and Relevancy
The ICAO World Traffic Forecast for air passenger demand
indicates a potential fivefold increase in air passengers
by the mid 1930 period. Tne number of air passenger seats
required is approximately double the number now available
and ori order. While the world fuel crisis may in time
result' in modification of this projected growth in demand •
for air transportation, the demand will certainly increase.
Market studies indicate that the bulk of this aircraft seat
need will be met by new wide-body type aircraft. Current
and quieted narrow-body aircraft will begin to be removed
from service and the world aircraft fleet will be made up
largely of wide-body aircraft certified to meet- current
noise regulations. Other types of aircraft such as ad-
vanced technology transports, SSTs, and STOLs will con-
tribute to air lift capacity but to much less extent than
current type wide-body aircraft.
With such a fleet mix, community noise exposure- is expected
to again increase during the 1980 period unless steps are
taken noy; to provide technology which will permit noise
reduction without fuel consumption penalties. The acoustic
composite nacelle flight program is designed to serve that
need.
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HOLD FOR RELEASE UNTIL
PRESENTED BY WITNESS
RESEARCH AND TECHNOLOGY FOR AIRCRAFT NOISE ABATEMENT
Statement of
J. Lloyd Jones
Deputy Associate Administrator for Aeronautics Technology
Office of Aeronautics and Space Technology
NATIONAL AERONAUTICS AND SPACE ADMINISTRATION
Before the
Subcommittee on Aeronautics and Space Technology
Committee on Science and Astronautics
House of Representatives
Mr. Chairman and members of the Subcommittee, I am
pleased to have this opportunity to bring the Subcommittee
up to date on NASA's activity related to the abatement of
noise in the present and projected civil air transportation
fleet. As you know, we consider this an important public
matter and have given it considerable attention over an
extended period of time.
Today I will present a brief report on the progress of
our work on the refan retrofit option for civil aircraft
certificated before Federal Air Regulation Part 36 came into
effect: and on the results of a meeting on the Refan Program
and related regulatory activity between Dr. Fletcher, Adminis-
trator of NASA, Mr. Barnum, Under Secretary of DOT, and Mr.
Meister, Associate Administrator for Plans of FAA, attending
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for Mr. Butterfield, Administrator of FAA, and attended by
Mr. Strelow, Acting Assistant Administrator for Air and Waste
Management of EPA, attending for Mr. Train, Administrator of
EPA. I will also report on the progress'made on NASA's Two-
Segment Approach Program, the coordination of aircraft noise
abatement programs, and NASA programs to provide data for- the
reduction of noise in the near and long term.
Before discussing our programs, I would like to note
that NASA is concerned primarily with the technological
aspects of aircraft noise abatement. The treatment of all
the complex factors (economic, social, operational, and
foreign) associated with regulation are the responsibility
of other branches of government, noteably DOT, FAA, EPA, and
OMB. Thus, the comments and data we present are not the sole
basis for decisions in the complex arena of noise abatement.
REFAN RETROFIT
As you know, NASA's part of the retrofit program is to
develop and assess the costs, effectiveness and technical
feasibility associated with refanning the JTSD-powered fleet.
This program has been described in detail to the Subcommittee
in previous hearings. Figure 1 presents the program schedule
discussed with the Subcommittee at its hearings in December
of last year. All of the major milestones arc being met.
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The testing of refanned JT8D engines began in February as
planned. Our schedule still calls for initiation of detailed
ground tests with the 727 airplane refan hardware in January
of 1975, about six months from now. The DC-9 airplane refan
flight tests will start a month later, in February. An
updated assessment of the Phase I acoustic and performance
design estimates for the 737 will be developed after the 727
and DC-9 tests. Final data will be available by June of 1975.
A substantial amount of data on the mechanical, aerody-
namic and acoustic performance of the refanned engines is now
in hand. Two engines have been tested extensively and testing
of a third engine begins this month.
Figure 2 shows a typical result from the refanned engine
acoustic tests, the peak, noise level of the engine measured
at the 200 foot sideline. The top curve'on the figure shows
the data from a standard JT8D-9 engine plotted against engine
thrust. The lower solid and dashed curves are the measured
and predicted noise levels for the refanned version of the
engine. The measured and predicted noise levels are in good
agreement.
On the basis of the engine acoustic results, new base-
line aircraft data, and a new analysis procedure, the airframe
contractors have revised their estimates of the noise levels
of the DC-9 and 727 aircraft. These estimates are still under
21
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study by the Refan Project Office at the Lewis Research
Center. Although the measured overall noise of the refanned
engine was as predicted, the distribution of the noise among
the various engine components was not. The distribution of
component noise affects the calculated aircraft noise.
Further acoustic tests at Pratt and Whitney and further
analysis of the acoustic data are needed to establish confi-
dence in the aircraft noise predictions.
Specific fuel consumption (SFC) is also an important
factor in assessing retrofit options. In the March 1974 Authori-
zation Hearings we noted that preliminary measurements of.
SFC for retrofitted engines were higher than estimates and
corrective action was being considered. Minor engine changes
have been made and further tests have been conducted.
The basic predicted improvement in SFC for tha uninstalled
refanned engine has been achieved over most of the engine
thrust range. At maximum power the increment of improvement
was less than predicted by about two percent. Furthermore,
the absolute level of SFC is higher than predicted. This is
thought to have resulted from the fact that the SFC of the
basic engine that was modified to provide the refan test
engine was higher than that of a new engine. Refanning,
therefore, resulted in largely achieving the predicted incre-
mental reduction in SFC but not the absolute level expected.
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-5
We do not know whether the same improvement in SFC will be
realized for a new engine conversion to a refanned engine.
A new engine, refanned, is being tested this month and we
will soon have the answer to this question.
It should be noted that the tests to date were conducted
at sea level static conditions. The translation of these
test data to altitude cruise conditions is uncertain. The
SFC could be high by as much as the 2 percent experienced at
the maximum power conditions. Better SFC data for altitude
cruise will be available some time after August as a result
of wind tunnel flight simulation tests to be conducted at the
Lewis Research Center.
Assuming we achieve our predicted values of SFC at all
conditions, the estimated changes in block fuel due to
refanning the 727 and DC-9 aircraft shown in Figure 3 should
be realized. For some combinations of altitude, speed, and
distance, fuel is increased as much as 3 percent and for others
it is decreased as much as 1 percent. As you see, the'impact
of refanning on fuel usage is estimated to be small and a
function of specific operating conditions. A refined analysis
of specific airline operations would be required to substan-
tiate gain or loss for a specific operator.
As we have discussed with you before, the refan tech-
nology is a higher cost technology than sound absorption
23
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material alone. The investment cost for a retrofit of the
JT3D- and JT8D-powered fleets with SAM is estimated to be
$667 million, in the 23 airport study of the Joint DOT/NASA
Office of Noise Abatement, whereas a retrofit of the JT3D-
powered aircraft with SAM and the JT8D-powered aircraft with
refan is estimated to be $2.82 billion, or more than four
times as much'as a complete SAM retrofit. These numbers are
based on assumptions of inflation rate and starting schedule
for the SAM and refan retrofits that are necessarily subject
to uncertainty. In 1973 dollars, the cost of a SAM JT3D and
refan JT8D retrofit is $1.95 billion.
In addition to the initial investment cost there are
other costs associated with a fleet retrofit that would
increase the cost of the SAM JT3D/Refan JT8D retrofit pro-
gram. The current estimate in the 23 airport analysis would
indicate a total cost of about $5 billion. These additional
costs include consideration of changes in direct operating
cost (DOC) over the projected life of the aircraft, "lost
productivity" resulting from the retrofitted aircraft being
unable to perform maximum range missions because of increased
weight, and the aircraft being out of service during the
retrofit installation.
There are sufficient uncertainties in evaluating these
additional factors, excluding the assumed inflation rate
24
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and retrofit schedule, that the $5 billion cost could be
over-estimated. These complex factors are currently being
discussed with DOT to develop a realistic accounting
procedure.
We have provided data to DOT, FAA, and EPA on all
aspects of the Refan Program; acoustics, performance, and
cost. As the program moves into the final stages we will
continue to provide data needed to these agencies for their
deliberations regarding retrofit.
REFAN PROGRAM/REGULATORY ACTIVITY REVIEW
At our March 6, 1974 hearings before this Subcommittee,
we advised you that the Under Secretary of DOT, and the
Administrators of FAA and NASA were planning a series of
meetings to review the progress of the Refan Program and
the plans for related regulatory activity. A meeting of
this group was held this past July 22. At this meeting, the
Refan Program progress was reviewed as well as the results
of the Joirit DOT/NASA Office of Noise Abatement study of the
effects of various retrofit and operational techniques for
noise reduction at 23 airports. In addition, the position
of DOT/FAA on regulatory action for retrofit was reviewed.
At this July 22 meeting, it was concluded by DOT/FAA
that there was nothing new to warrant 'a change in the DOT/FAA
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8
position on the retrofit NPRM. It was concluded by NASA that
the Refan Program should continue exactly as planned because
of the technological advances provided by the program, the
possible use of refanned engines in derivative aircraft, and
the need for keeping the technological option for lower noise
levels in the future.
THE TWO-SEGMENT APPROACH PROGRAMS
I will now move on to discuss our two-segment approach
activity. We have described this program, supported by the
FAA, in past testimony. As you know, the objective of the
program is to provide a significant near-term reduction in
the aircraft landing approach noise through the provision of
operational avionics and flight procedures that can be used
safely by airlines in both visual and instrument flight.
I will review for you briefly the program approach,
the results of the 727 in-service flight program, and update
you on the in-flight evaluation with the DC-8 aircraft.
The Two-Segment Approach Program, managed by our Ames
Research Center, is closely coordinated with DOT, FAA, and
EPA. Program guidance has been provided by a Research and
Technology Advisory Ad Hoc Panel on Noise Abatement Flight
Procedures. Its members came from DOT, FAA, aircraft and
avionics manufacturers, airlines, and the airline pilots'
association.
26
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Figure 4 shows one version of the two-segment guidance
equipment required in the airplane to permit either manual
(flight director) or automatic (autopilot) two-segment
approaches. This airborne equipment requires ground based
distance measuring equipment (DME), coiocated at the instru-
ment landing system (ILS) glide slope transmitter.
Briefly, the two-segment approach technique can be
described as follows. A special airborne computer constructs
a preselected upper glide slope (normally 6°) using barometric
altitude and distance information from the DME. Field eleva-
tion is set-in by the pilot before the approach is initiated.
On an approach, the upper glide slope is captured by the air-
craft and the descent initiated. At about 1000 feet above
ground level the computer programs a gradual round out. Then,
the lower nominal 3° glide slope is captured and tracked as
on a conventional approach. At an altitude of about 500 feet,
the airplane is stabilized on the 3° glide slope and goes on
to a normal landing.
The cost of the two-segment guidance system, illustrated
in Figure 4, is approximately $40,000 per aircraft for a dual
installation. To add two-segment guidance to an existing three-
dimensional area navigation system, such as shown in Figure 5,
would cost approximately $9,000 for a dual installation. For
this system the DME need not be co-located with the ILS glide
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10
slope transmitter. The costs noted include the basic equip-
ment, aircraft modification and installation, check-out,
spares and training, and as noted dual installations. Dual
installations, however, may not be required.
The 727 Two-Segment Approach Program
The 727 Two-Segment Approach Program has been completed.
It had two objectives: to develop operational avionics and
two-segment flight procedures for safe use with 727's in
routine scheduled operations; and to conduct a six month
evaluation in revenue service. The special avionic equipment
illustrated in Figure 4 was used.
Prior to actual flight tests, extensive flight simulator
evaluations were conducted to assess, evaluate, and assure
flight safety. Flight profile variations, operational
abnormalities, and equipment malfunctions were simulated.
Extensive engineering flight tests and guest pilot evaluations
were conducted before initiating the in-service 727 flights
by United Air Lines.
More than 600 two-segment approaches were flown, in the
pre-service. phase of the program, about 30 percent of them
under instrument-flight weather conditions. Pilots from 12
airlines, NASA, and the FAA were involved.
The in-service evaluation commenced on the West Coast
in April 1973, with two-segment approaches being made at
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11
Los Angeles, San Francisco, and Portland. The six-month
evaluation was successfully completed on October 28, 1973.
Fifty-five United pilots participated, 555 two-segment
approaches were flown without incident, and over 40,000
passengers were carried. The approaches were accomplished
uneventfully by the flight crews and unnoticed by the
passengers.
Figure 6 illustrates that the 727, using a two-
segment approach, exposes 2.0 square miles of land to noise
levels greater than 90 equivalent preceived noise, decibels
(EPNdB), compared to 5.5 for a normal approach, a 64 percent
reduction. The reduced power setting of the two-segment
approach also saves a small amount of fuel, about ten
gallons for a 727. An annual saving of about 50 million
gallons of fuel would accrue if all U. S. carriers v/ere
making two-segment rather than conventional approaches.
DC-8 Two Segment Approach Program
United Air Lines is now conducting an investigation
of DC-8-61 two-segment approaches for NASA. It is con-
sidered the most challenging airplane for two-segment
approaches because of its low drag -in the landing con-
figuration. Our tests have confirmed that the recommended
upper segment of the DC-8 two-segment approach should be
5.5° rather than the 6° attainable with the 727. As shown
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12
in Figure 7 the DC-8 on a 5.5° two-segment approach exposes
about 5.5 square miles to greater than 90 EPNdB, compared
to 11.6 for a normal approach, a 53 percent reduction.
The modified area navigation system shown in Figure 5
is used to provide the two-segment approach guidance for
the DC-8. This mechanization provides a low cost option
for aircraft already equipped with an area navigation
system.
In August, in-service evaluation of the DC-8 two-
segment approach system will be initiated with line pilots.
This will follow a three month engineering flight evalua-
tion period. To date', nearly 800 DC-8 two-segment opera-
tional approaches have been made by United in the
engineering flight evaluation period. Early reports
indicate acceptance by the 45 (including ,21 guest) pilots
that participated in the program.
Applicability of the Two-Segment Approach to Other Aircraft
Analytical studies by the maufacturers have
established the applicability of the two-segment approach
to other aircraft in the civil jet transport fleet. Figure
8 summarizes the noise relief that would be expected.
When these benefits are considered in proportion to the
projected operations of the fleet for 1977, the area im-
pacted by an approach noise level, of 90 EPNdB or greater,
is estimated to be reduced by about 57 percent.
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13
Wake Turbulence
One anticipated problem with the two-segment approach
is the airplane's wake turbulence, which can cause an upset
of a following airplane. With the two-segment approach, it
has been postulated that a closely following aircraft might
not be able to operate clear of the preceding airplane's -
trailing wake vortex as often as behind an airplane making
a conventional straight-in approach.
Results of joint NASA/FAA flight tests have shown that
the strength of the wake vortex generated on a two-segment
approach is substantially the same as that generated from
conventional approaches. Vortex settling characteristics
also appeared to be about the same. The significance of
these factors with regard to the spacing and other operating
requirements for following aircraft are under study with
the FAA. The FAA will use these data to help determine its
position on the use of two-segment approaches for noise
abatement.
Summary
In summary, as of July 1, 1974, nearly 2000 two-segment
approaches have been conducted with' 727 and DC-8 aircraft
by about 170 pilots. Guest pilots have generally started
their evaluations with an apprehensive, skeptical attitude
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14
toward the desirability, feasibility and acceptability of
two-segment approaches. Typically, a guest pilot appeared
to have the procedure in-hand by the third practice approach.
With very few exceptions, by the end of their evaluation
flights there was a nearly complete reversal of opinion,
i.e., from opposed to cautious optimism and support.
Acceptance of the concept by a pilot appeared to progress
in proportion to the number of twc-segment approaches flown.
The results of the Two-Segment Approach Program
indicate that the technique is an operationally feasible
and safe technique for providing a significant reduction
in aircraft approach noise. A full understanding of the
operational implications of wake turbulence for following
aircraft remains to be developed.
AIRCRAFT NOISE PROGRAM COORDINATION
My following comments are directed to the Subcommittee's
interest in the coordination of the Government's programs
related to aircraft noise reduction.
NASA is continuing to work closely with DOT, FAA and
EPA, at the staff level, through working panels, and
through the Joint DOT/NASA Office of Noise Abatement, to
help assure that the Government has an integrated research
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15
and technology program directed toward the near and longer
term reduction of aircraft noise.
Through the Joint Office, we have provided EPA with
our most recent internal program planning ddta and as
members of their noise research and technology program
coordination panels, we have met with them as late as
this past month to assist in their coordination effort.
NASA AIRCRAFT NOISE REDUCTION ACTIVITY
We believe that NASA has made and is continuing to
make progress in the development of technology for the
reduction of aircraft noise. This progress is being
achieved through research on the understanding, control
and reduction of engine, aircraft and operations related
noise. We are also vitally concerned with the reaction
of people and communities to air transportation noise.
The Civil Aircraft Research and Development (CARD)
policy study set a general goal for the reduction of air-
craft noise of 10 dB per decade. Technologically, this
goal is achievable in this decade. However, the prospects
of achieving this goal in the next decade are reduced by
the consideration of technical and practical operating
costs. This situation is illustrated in Figure 9. For
near term practical air transport designs, we believe
33
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16
designers will be able to reduce aircraft noise to conform
to FAR-36 with little increase in direct operating costs
(DOC). In the longer term it is not clear that we can
achieve an additional 10 dB noise reduction without a
significant and possibly unacceptable increase in DOC.
We feel, however, that it is important for us to
continue our efforts to reduce noise and maintain operating
efficiency. Our longer term programs are directed toward
these objectives. To illustrate, I will review selected
efforts to provide for future noise reduction, improved
noise prediction, and an understanding of the impact of
noise on people. These programs include: advanced acoustic
composite nacelles, airframe noise reduction, propeller
noise reduction, aircraft noise prediction, and human
response to noise.
Acoustic Composite Nacelles
The acoustic composite nacelle program was developed
to design and demonstrate light-weight nacelles constructed
of integrated structural acoustical material. As shown in
Figure 10, current nacelle noise reduction technology
involves lining the nacelle with non-*load-carrying sound
absorption material. This reduces engine noise, but weight
and fuel consumption are increased. We are exploring the
34
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17
use of advanced acoustic composite materials which inter-
weave sound absorbent and structural materials to form a
sound absorption structure. Laboratory studies indicate
that for the same nacelle weight a 15 dB reduction in sound
intensity may be possible through the use of acoustic com-
posite structural material.
Conceptual design studies of such a nacelle were
initiated in FY 1974. The findings from these studies
will be verified through laboratory investigations during
FY 1975, and nacelle designs will be initiated in FY 1976.
We plan to complete ground tests in FY 1979.
The .nacelle design will be appropriate for current
wide-body transports so that after completion of ground
testing (including flight-qualification tests) the nacelle
could be demonstrated in flight. The potential value of
this type of nacelle is shown in Figure 11. An acoustic
composite nacelle applied, for example, to a future pro-
duction DC-10 offers the performance potential of reducing
the 90 EPNdB noise footprint area by an estimated 30% with-
out a change in airplane weight or operating cost or, for
the same noise performance (footprint), the aircraft
weight could be reduced by about 2700 Ibs., and 1000 Ibs.
of fuel could be saved on a transcontinental flight.
This technology, of course, is applicable to future
advanced technology transports.
35
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IS
Airframe Noise
A relatively new area of concern is airframe noise.
Our concern stems from the fact that noise from landing
gears, wings and flaps, body flow separation and tail
surfaces is at levels about 8 to 10 dB below the current
FAR-36 requirement as illustrated in Figure 12 . Because
future conventional aircraft engine noise at landing may
be reduced some 10 and possibly 15 EPNdB below FAR-36,
airframe noise could become the factor limiting approach
noise reduction.
The objectives of our airframe noise reduction program
are to identify and quantify the sources of airframe noise,
and to determine the principles and provide the data for
minimizing this noise. A major part of the work will be
accomplished through model studies of components in quiet
wind tunnels and in the new Aircraft Noise Reduction
Laboratory facilities at the Langley Research Center.
Flight testing will continue to support development of
data in this critical area. Special studies will be made
to relate airframe noise measurements, made at model
scale in wind tunnels, to full-scale flight test data.
Later phases of the effort will involve studies of
noise generation and its control as related to advanced
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19
concepts for high lift devices, landing gears, other pro-
tuberances , and bodies and wings.
Propeller Noise Reduction
During testimony on General Aviation in March 1974, the
Subcommittee expressed interest in what NASA was doing to
improve propeller design to achieve better performance and
reduce noise. We are approaching propeller noise from
several aspects.
Under a grant to the University of Illinois, effort is
being directed toward providing practical free-propeller
design criteria to optimize planform, airfoil section, twist
and camber for minimum noise and maximum efficiency. The
effect of the supercritical airfoil section, on both noise
and efficiency, as applied to propellers, is also under study,
Flight tests of these propellers will be carried out in
conjunction with the Advanced Technology Light Twin (ATLIT)
Program during the second and third quarter of FY 1975.
Noise, reduction potential and thrust efficiency of
shrouded propellers are under study. Full scale wind tunnel
tests of a modified Cessna 327 incorporating an aft propeller
shroud were completed this month. -Reduction of the data is
underway and will provide the basis for decisions on the
feasibility of a subsequent flight demonstration program.
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20
The same Cessna 327 will be modified to incorporate a
Hamilton Standard "Quiet-Fan" (Q-fan) turbofan engine.
Although the Q-fan is expected to be an expensive system,
the noise reduction potential is great. Full scale wind
tunnel tests of the modified airplane, in mid-1975, will
provide a basis for further studies or flight programs.
Aircraft Noise Prediction
Our concern with the design of aircraft for minimum
noise generation or to specific noise standards led to
the establishment of an Aircraft Noise Prediction Office
at our Langley Research Center this past year. The Office
with support from other NASA centers, will develop com-
putational techniques for accurate prediction of operating
aircraft noise levels as perceived on the ground. This
capability is essential for assessing the noise characteristics
of aircraft; new designs, aircraft modifications, proposed noise
abatement operational procedures, as well as the impact of
future air transportation systems on airport communities.
The prediction capability will also provide -a basis for
identifying noise reduction technology goals and research
needs related to aircraft components, aircraft design, and
airport operations. It will assist Federal agencies in
future rulemaJcing and regulatory activities, airport planners
in airport development, and airport communities in land use
planning.
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21
Response to Aircraft Noise
The last subject I will comment upon is human response
to aircraft noise. During the FY 1975 authorization hearings,
reference was made to such a study completed at Columbia
University. In this research program the range of noise
reduction proposed for retrofits for the 727 airplane was
simulated. Figure 13 summarizes the results of the investi-
gation. An annoyance number of 4 is very annoying. A
number of 0 is not annoying. A reduction of 6 EPNdB repre-
sents the level of noise reduction under the landing
approach path expected for the SAM and anticipated for the
refan retrofits for the 727 airplane. From these test
results we conclude that under laboratory conditions signifi-
cant reductions in annoyance can be realized by a 6 EPNdB
noise reduction. In the Columbia study at the 1.1 mile
approach point for the untreated airplane, 72 percent of
the subjects were highly annoyed; for the -6 EPNdB case,
34 percent of the subjects were highly annoyed; and for
the -12 EPNdB case, 16 percent were highly annoyed.
We believe that the experimental tools developed in
this program provide a useful technique for the study of
the annoyance of aircraft noise.
The Columbia study initially was limited to one air-
craft type and to the landing condition, but has been
extended to consider several aircraft types for both landing
-------
and takeoff. The results of the extended investigation
should be available early this fall. More detailed experi-
ments are being planned for the Aircraft Noise Reduction
Laboratory at Langley. These studies will complement those
underway at Columbia and will assess both the effects of
different mixes of aircraft and different rates of noise
exposure.
Attention is also to be given to resolving the differ-
ences in the responses to aircraft noise of various population
sub-groups. This information should provide a basis for the
definition of more acceptable noise environments for airport
communities.
Closing'
We believe that our programs will provide the data base
needed for near and longer term action by industry, the
public, and responsible government groups to evolve toward
a more compatible airport community noise environment. We
will continue to work closely with the responsible govern-
ment groups, DOT, FAA and EPA to help bring into practical
realization the fruit of our research and technology.
40
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NASA-HQ
-------
NASA
BASIC RESEARCH
AND
TECHNOLOGY
PROGRAMS
54
-------
OBJECTIVE DOCUMENTATION
TITLE: Propulsion Noise Reduction
TYPE OF SPECIFIC OBJECTIVE: X DISCIPLINE STUDY SYSTEM
AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY: '
Noise and Pollution Reduction Branch - Harry W. Johnson (Act.)
I
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To provide""dat"a""and''"a'technology ba'se 'for 'redUC-j*
J.ng aircraft propulsion generated noise/with minimum weight,
"performance and economic penalties. Specific targets are:
o Obtain experimental and analytical data for a more ac-
curate understanding of noise generating mechanisms^in
simple jet flows which can be used to guide the
technology for reducing jet noise generation. FY
1976 for subsonic jets; FY 1978 for supersonic jets.
o Reduce by 60% the currently achievable thrust
penalty due .to supersonic jet noise suppression^'
devices/ to 1% per 5 EPNdB. "FY 1977.
o Determine the basic effects' of~forward velocity p
£jet—noise."'generatiori- and propagation. FY 1977
o Achieve 4 to S EPNdB reduction . in ^.fan-stage "source/
noise .'(relative to Quiet Engine I fan technology
levels) by means of aeroacoustic design. FY 1977
o :improye",the"ef ficiericy~6f aco'ust'i'cT'suppr'es^ion ;
materials and technology to achieve, for"a given dB
reduction, a 50% reduction (relative to 1974 design
practice) in the installation weight attributable to
such suppression treatment. FY 1977
o Demonstrate practical (l^gH'sub'soh'ic' throat""Mach~wain:f
ber inlet design concepts to achieve 20 EPNdB ,'
^suppression of. forward radiated fan noise without
increasing aft radiated noise nor introducing unde-
sirable engine performance, stability and operating
condition limitations. FY 1977
55
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o Determine the noise generation or suppression effects
due to internal and external surfaces which guide or
control jet flows, including effects of shielding and
surface treatment. FY 1977
o Determine the mechanisms responsible for noise emanating
from core noise sources (combustors, struts, turbines)
and establish practical techniques for controlling these
noise sources to optimize acoustic designs of propulsion
systems. FY 1978
o Establish the effects of the random characteristics of
the atmosphere on the propagation of aircraft noise into
the airport community. FY 1977
APPROACH;
Propulsion noise reduction aims at providing a technology base and data
for the understanding and reduction of aircraft propulsion component and
system generated noise with minimum weight, performance and economic
penalties. The program at Lewis Research Center is directed at funda-
mental studies of turbo-machinery, jet and jet interaction. Experimental
studies will continue on sonic inlets, fans, nozzles, core suppression
and wing shielding including tests using Quiet Engines A and C. The pro-
gram at Langley Research Center emphasizes fundamental studies of compo-
nent and jet noise and the effects of atmospheric conditions of sound
propagation. The aircraft Noise Reduction Laboratory, completed in early
1974, is the focal point for Langley in-house research and complementary
university acoustic research activities. The programs at Ames Research
Center will include wind tunnel tests to measure forward velocity effects.
Aircraft static and flyover noise measurements will be made at Flight
Research Center. The Jet Propulsion Laboratory conducts research on high
temperature supersonic velocity jet noise and the correlation of different
noise measurement instrumentation techniques now in use. Major milestones
for Propulsion ftoise Reduction are:
o FY 1975 - Demonstrate J-85 noise suppression using a re-
. tractable nozzle in F-106 flight tests.
o Early FY 1975 - Complete exploratory studies of noise
propagation and atmospheric attenuation using an instru-
mental tower.
o Mid FY 1975 - Complete flight test noise measurements on
supercritical propeller design
o Early FY 1976 - Conduct wind tunnel noise tests on vari-
able pitch 0-Fan for General Aviation Aircraft
9-1.1
56
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NEED AND RELEVANCY; - -
Aircraft noise is a major constraint to the growth of civil aviation,
and has become a major target for environmental improvement. The
NASA noise reduction program is intended to provide the technology
for reducing aircraft noise ultimately to levels which communities
will find acceptable, and to do so in a manner that permits aircraft
operations to remain economically viable.
57
9-1.2
-------
OBJECTIVE DOCUMENTATION
TITLE: Noise Footprint Prediction
TYPE OF SPECIFIC OBJECTIVE: X DISCIPLINE STUDY SYSTEM
AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:.
Noise and Pollution Reduction Branch - Harry W. Johnson (Act.)
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To establish techniques for accurate prediction of ground noise
levels of operating and future aircraft to establish total acoustic charac-
teristics, identify parameter sensitivities, and guide research efforts.
Specific targets are:
o Select and construct an interim computer
for noise contour predictions by FY 1975.
o Improve the data base capabilities of the interim program
to predict noise contours (footprint areas) within + 40
percent accuracy (+ 1.5 dB accuracy of noise contour).
FY 1976.
o Establish a prediction and design capability to compute
noi$e contours for current and proposed aircraft systems
based on analytical modelling of individual component
noise sources. FY 1978.
APPROACH;
The Noise Footprint; Prediction program at Langley Research Center, with
specific support by the other centers, will evolve computational techni-
ques for accurate prediction of ground noise levels from operating air-
craft to establish acoustic characteristics, identify parameter sensitivi-
ties and guide research efforts.
Major milestones of the Noise Footprint Prediction research are:
o By FY 75 - Establish interim aircraft noise prediction
program.
o Mid FY 75 - Establish basic analytical models for key
technical areas in source noise prediction, noise
transmission, and community impact.
9-2
58
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o Late FY 75 - First results from the integrated
noise prediction program.
NEED AND RELEVANCY;
Demands imposed on jet aircraft by recent noise regulations
have emphasized the need for an accurate noise footprint
prediction capability. This capability is essential not
only for evaluating the effect of proposed noise abatement
procedures and aircraft modifications, but also for evaluating
the impact of future aircraft systems on airport communities.
The prediction capability will provide a basis for establishing
noise reduction technology goals and identifying research needs
in the areas of components, aircraft designs, and airport
operations. In addition, the prediction program will assist
other federal agencies in future rulemaking and regulatory
activities, and will aid airport communities in land use
planning.
59
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TITLE: Minimization of Undesirable Aerodynamic Phenomena
TYPE OF SPECIFIC OBJECTIVE: XX DISCIPLINE
STUDY SYSTEM AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Aerodynamics & Vehicle Systems Division - Alfred Gessow
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To understand, and minimize by aerodynamic means, the
undersirable effects of aerodynamic phenomena such as wake vortex
turbulence, aircraft buffeting and airframe noise. Specific targets
are:
o Determine by January 1974 one or more aerodynamic .s
techniques which show promis of effectively elimina- ^
ting the wake vortex hazard in order to provide FAA
with information with which to set potential require-
ments for operational vortex detection and tracking
systems at airports for safe spacing of aircraft during
landing and takeoff.
o Demonstrate in flight bv FY 77 aerodynamic design techni-
oues which would permit a reduction from the present 3-5
mile landing separation distance imposed on transport
aircraft by the wake vortex problem to two miles.
o Determine the design principles and provide the necessary
data on airframe (i.e. nonpropulsive) noise to insure that
the CARD policy study-gQa,! .of reducing aircraft noise By
lOdB per decade-can be achieved. The technology- required
• for the first 5dB reduction to be in hand by FY 77.
o Using unsteady pressure distributions measured on wing
sections in wind tunnels, provide a means for predicting
the intensity of the buffet phenomenon of combat aircraft
throughout their maneuver range by mid FY 75. With such
predictive capability, not currently available, provide the
design information necessary to extend the buffet boundary
of combat aircraft by approximately 100% by FY 77 and thus
provide the potential for the development of new aircraft
with greater operational capability in combat situations.
60
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APPROACH;
Aerodynamic factors that control the generation and magnitude of wake
vortex, aerodynamic noise, and aircraft buffet phenomena will be
studied to determine the means by which the detrimental effects can
be reduced or eliminated.
o The airframe noise (i.e. the noise generated by an
aircraft in flight with its propulsion system noise
subtracted out) program effort will be concentrated
on determining the source, magnitude, and method of
reducing such noise for large transport aircraft in
the clean and approach. (i.e. flaps and landing
gear extended) configurations. The individual noise
contributions of high-lift devices, separated flow
associated with the landing gear, gear-well cavity
flow, and flaps will be investigated. The program
will be conducted with LRC as the lead Center, aided
by flight research at FRC, and supporting wind tunnel
and basic research at ARC and JPL. Basic noise source
measurements will be made in conventional and quiet
wind tunnels and anechoic chambers with simple wings
and configurations to establish the feasibility and
test techniques for these types of measurements in
inherently "noisy" ground facilities. Airframe noise
prediction techniques will be developed using funda-
mental noise source principals and data correlations.
Far field aerodynamic noise measurements from flight
tests of -jet transDort aircraft will be compared with
predicted noise levels and corresponding measurements
from wind tunnel tests of scaled transport models for
verification of the ground test techniques. Aerody-
namic design concepts for minimizing airframe noise
will then be defined from analytical prediction
techniques, developed in ground facilities and dem-
onstrated in flight tests.
o The wake vortex hazard alleviation program will be
conducted at ARC, LRC, and FRC and will include a
vigorous ground research effort with preliminary
flight tests to develop promising alleviation devices,
and measure detailed votex structure. The development
of promising vortex alleviation devices or concepts
will require investigations planned to be conducted in
contractor water channels, NASA ground facilities and
in flight. The effectiveness of such aerodynamic devices
6-2.1
61
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or concepts as spoilers, trailing drag devices (splines),
vortex generators steady and pulsed mass injection, and
tailored span load disbributions will be investigated.
Ground facility measurements to evaluate the effectiveness
of the alleviation devices include documenting the
vortex-induced rolling moment imposed on trailing aircraft
models, positioned at scaled distances up to about 11/2
miles downstream of the generating aircraft models. In
addition, hot-wire probes and LDV instrumentation will
be further developed for obtaining vortex tangential and
axial velocity and core growth measurements. Based on
preliminary results from the on-going ground research
program, aerodynamic devices or techniques which shox
-------
Mid FY 75 - Develop analytical prediction techniques for
radiated aerodynamic noise from discrete sources
Mid FY 75 - Develop capability to predict buffet intensity
of combat aircraft throughout maneuver envelope
Mid FY 76 - Initiate final flight demonstration with most
effective vortex alleviation devices on
wide-body jet transport
NEED AND RELEVANCY;
The persistant nature of trailing vortices generated by
jet transports creates a documented safety hazard for
closely following aircraft and severely curtails optimum
use of our nations airports. FAA has taken action to
deal with the problem by increasing approach and takeoff
separation distances to 5 miles (from 3 miles) for smaller
aircraft following a wide-body aircraft. This is not a
satisfactory long term solution because of the greatly
reduced runway utilization rate, particularly in view of
the heavier jet transports and increased traffic volume
projected for the future. Also, the increased separation
distances cause ground holding delays prior to takeoff
and in-flight holding delays prior to landing during
peak traffic periods which waste precious fuel. Additionally,
a major MA3A/FAA goal aimed at relieving air traffic
congestion involves as one facet the development and
implementation of a sophisticated, accurate airport-
located aircraft tracking system to allow less separation
than presently employed. This will not be possible as
long as the wake vortex hazard continues to define the
minimum separation. The wake vortex hazard research program'
will attempt to reduce the present 3-5 mile separation
distance to two miles.
A major CARD policy study goal concerns the reduction of
aircraft noise by lOdB per decade. Toward this goal,
engine quieting efforts are achieving significant progress.
However, recent measurements of jet: transport aerodynamic
rtc'ise during approach (engines throttled back) indicate
that the noise level associated with the airframe is
significant (only lOdB below the FAR PART 36 guideline).
Therefore, to realize full benefits from engine quieting
efforts and to ensure that the CARD policy study goal can
be achieved beyond the first step, airframe noise must be
reduced below its current high level.
63
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Buffeting and buffet induced roll instability at high
angles of attack seriously restrict transonic maneuverability
of military aircraft in the high subsonic speed range where
aerial combat takes place. Consequently, to improve odds
for victory, buffeting effects must be reduced to widen the
combat envelope of military fighters.
64
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NASA
POWERED LIFT AIRCRAFT
NOISE TECHNOLOGY PROGRAMS
-------
TITLE: Advanced Powered-Lift Aircraft Aerodynamic Technology
TYPE OF SPECIFIC OBJECTIVE: XX DISCIPLINE
STUDY ' SYSTEM AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Aerodynamics & Vehicle Systems Division - John M. Klineberg
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To develop the aerodynamics and vehicle systems technology
needed to attain the integrated aerodynamic performance, noise, stabi-
lity, control, and handling qualities characteristics required for
viable powered-lift civil and military aircraft designs having overall
aircraft performance and flight characteristics compatible with opera-
tional approach CL'S of about 4.5, 90 EPNdB noise, footprint less than
1 sQ. mile, and direct operating costs not more than 10% above good
CTOL transports. Specific targets are:
o Aero/Acoustic Exploratory Research - Provide, by 1975,
first-order trade-off information on low-speed aerodynamic
performance and noise for augmentor wing (AW) flap systems
(including the use of break-up nozzles and thrust reversers)
and for upper surface blowing (USB) concepts.
o Cruise Drag - Provide, by 1976, first-order trade-off
information to avoid or reduce by half cruise drag
penalties of upper surface blowing systems, indicated
from preliminary analysis to be as great as 10% of
total drag.
o Large-Scale Aero/Acoustic Verification - Verify the inte-
grated aerodynamic noise,stability and control characteris-
tics of representative complete powered-lift transport
• configurations models incorporating lobe-nozzle AW concepts
by 1975 and USB concepts by 1976. Advanced systems with
improved nozzles and augmented jet flap designs, will be
verified by 1978.
7-4
66
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° Handling Qualities and Control Systems - Evaluate
the handling qualities requirements and promising
methods of integrating vehicle aerodynamic and
propulsion, controls for powered-lift transports
to enable precise flight path .and" airspeed
control during low-speed terminal-area operation.
Result will be the definition of tentative
. handling qualities design criteria and specific
control system concepts by 1975. Also evaluate
by 1976 a hinged plate spoiler system for improving
flight path control and landing dispersion of 'a
low wing loading nonpowered-lift STOL transport.
o Certification Criterj a - Define tentative handling
qualities and performance criteria necessary to
serve as the basis for establishing airworthiness
standards and define procedures for demonstrating
compliance with standards. Targets for initial
evaluation of individual system concepts are:
CY
Deflected slipstream 1^73
Augmentor V/ing 1974
Externally blown flap 1974
APPROACH;
The powered-lift STOL/RTOL aerodynamic programs are
.conducted at the Ames and Langley Research Centers. Effort
at. Ames emphasizes large-scale wing and model performance
and noise tests in the 40- x 80-foot tunnel, primarily on
the augmentor-wing and upper-surface blown flap concepts;
related contracted analytical and experimental studies; and
ground-based motion-simulator flight dynamics investigations,
Langley performance, noise and handling qualities studies
are concentrated on the upper-surface blown flap, involving
use of theoretical analyses, small-scale and large-scale
wind tunnel models, static rigs, and ground—based simulators,
The specific approaches for accomplishing each of the
identified targets follow:
° Ae-rc/Acoustlc Exploratory '"Research - Ames, in FY 75 >
will conduct, diagnostic experimental small-scale
tests in the 7- x 10-foot tunnel and sponsor
contractual investigations of advanced AW flap
concepts to develop fundamental performance,
. acoustic, and thrust reversal technology for first-
order design trade-off analyses for systems having
67
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superior terminal area performance and noise.
This will include short-element flap systems.
Langley will conduct small-scale and free-flight
model parametric investigations to improve
performance, stability and control characteristics
of USB configurations which utilize the wing
for noise shielding; will investigate fundamentals
of USB noise on a static rig with engine exhaust
directed through USB type nozzles over flaps; and
will conduct some USB performance/noise trade-
off design studies. Langley will also complete a
series of experimental studies to establish reliable
tunnel-wall corrections for powered lift systems
being experimentally investigated at high-lift
conditions, and will continue powered-lift
theoretical studies to devise improved flow and
performance prediction methods. Ames will complete
an investigation of turbulent mixing within AW
multi-element nozzles to guide improved nozzle
designs.
o Cruise Drag - Langley will perform parametric small-
scale wind tunnel evaluations and analyses to
develop by FY ?6 an adequate understanding of how
to reduce cruise penalties accruing from USB
installations. Ames will complete by FY 75 a
contractual small-scale study to develop cruise
augmentor technology.
o Large-Scale Aero/Acoustic "Verification - On a new
semis"pan swept wing pov.-erea-iii't model, Ames in
FY 75 on the static test rig and in the 40- x SO-ft.
tunnel will (l) complete the initial evaluation of
an Ames-designed AW concept utilizing advanced multi-
element lobe nozzles, (2) initiate evaluation of a
Boeing cruise augmentor concept, and (3) initiate
evaluation of a hypermixing ejector flap concept.
This research model will be utilized for several'
large-scale verification tests of different powered-
lift systems over a 3-5 year period. Langley will
complete the initial static and low-speed noise
and performance evaluations of a large-scale USB
model (modified Aerocommander) in FY 75» using the
full-scale tunnel and the lunar-landing facility
(for some of the noise measurements). A large-scale
swept-wing USB model will be investigated in the
Ames 40- x 80-ft tunnel. These large-scale inves-
tigations as a whole are required to verify the
integrated aerodynamic, propulsive, acoustic and
68
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structural dynamics characteristics and to provide
valid data for design proposals.
O Handling Qualities and Control Systems - Ames, in'
• FY 75, will conduct handling-qualities investigations
of representative powered-lift STOL/RTOL transports
using ground-based simulators such as the FSAA,
to provide solution to problems related to flight-
path control and of the transition from cruise to
approach. Ames,also in a joint program with the FAA,
will conduct flight evaluations of a hinged-platc
spoiler system integrated into the pilot's controls
to augment flight path and roll control of a DHC-6
low-wing-loading nonpowered-lift aircraft. These
evaluations under STOL operational conditions will
investigate certification implications.
o Certification Criteria - In a joint program with
the FAA,Ames in FY 75 will perform studies on the
FSAA in-house and under contract to provide
_ _. additional criteria for establishing handling-
qualities and performance certification standards
for future STOL/RTOL powered-lift civil transports.
Tentative criteria will be developed for aircraft
using several of the more promising powered-lift
concepts, contributing to a generalized criteria
applicable to all concepts. Consideration will
also be given to the development of safe flight
procedures for demonstrating compliance with the
criteria.
NEED AND EELEVANCY;
The Joint DOT/NASA Civil Aviation Research and Development
(CARD) Policy Study stressed the urgent requirement to
reduce aircraft noise, to reduce congestion at airport
terminals and to evaluate efficient, quiet short-haul
transportation systems as a means towards such ends. Only
10 percent of the Nation's airports can accommodate today's
jet transports requiring runway lengths of 5»COO feet or
longer. Aircraft with operationally usable approach CL'S
of about 4.5 capable of operating from 2,000 foot runways
could be accommodated by 75 percent of the Nation's
airports, and thereby offer tremendous congestion relief
for some currently overcrowded airports. Such aircraft
could also help congestion relief by operating frorr short
new runways within existing major terminal hubs.
69
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The achievement of this performance in aircraft having
acceptable ride qualities and noise characteristics for
the general riding and airport community public requires
the use of efficient, quiet, powered-lift to provide useable
approach lift coefficients up to 5 with noise levels not
exceeding 90 EPNdB over a 1 square mile footprint. The
research and technology efforts in this program are geared
toward improving, evaluating and validating the aerodynamic
and noise characteristics of advanced powered-lift concepts
having promise of attaining the stated overall aircraft
performance and noise goals as a part of the national
effort to establish a high-density short-haul air trans-
portation system.
1-4.*
70
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C-8 AUGMENTOR WING FLIGHT EXPERIMENT
(766-71)
On-Going
Program Objective
Validate in flight the augment or-wi ng powered-lift concept developed
in laboratory programs as a practical means for providing short
take-off and landing capability (under 2,000 foot balanced runway
length) to alleviate terminal area congestion problems. Assess in
flight the handling qualities of this type of aircraft. Provide a
versatile representative powered-lift aircraft for assessment of
navigation and control systems requirements for safe (precise control
with low pilot workload) terminal area operations foreseen for this
class of aircraft.
Program Targets
o Documentation by December 197^ of augmentor-wing
proof-of-concept flights to be completed by
May 197U.
o STOL operational assessment by U.S. and Canadian
test pilots to be completed by April 197^•
o Development by February 1975 of definitive criteria
for control of flight path and airspeed, and for roll
and yaw power for powered-lift transports through
flight confirmation and refinement of results of
analytical studies and piloted simulator experiments.
o Development by February 1975 of flight director laws
and integrated controls for transition management
through flight evaluation of a flight director
concept system developed by analysis and simulation.
o Confirm and extend by 1977, certification criteria
for powered-lift aircraft developed through piloted
simulation.
o Initiate by November 197*+, main body of STOL operating
systems experiments (supported under separate program).
U3-0
71
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Proftrarr. Approach (Abbreviated Version)
A C-#A aircraft was modified in FY 71 and 72 to incorporate
a jet augmentor wing and appropriate jet engines in a
joint U.S./NASA - Canadian/Department of Industry, Trade,
and Commerce program. Following contractor check-out
flights, the aircraft was delivered in August 1972 to the
Ames Research Center where airworthiness and proof-of-
concept flights were initiated. During this phase of
testing the vehicle was further modified to include a
powered elevator and the STOLAND avionics systems to permit
handling qualities studies at lower speeds and more realistic
long-term flight experiments on STOL operating systems.
Parallel studies were undertaken under contract using a
variable-stability Navion aircraft to aid in planning
the C-S flight research program. The C-S handling-qualities
experiments will begin in mid 1974 following completion of
the proof-of-concept tests and of pilot assessment of the
STOL operational characteristics of the aircraft. The
main part of the handling-qualities criteria studies will
be complete by February 1975. The STOL operating systems
experiments will begin in November 1974 utilising the C-3
augmentor-wing aircraft in a program supported under a
separate project. During the course of the latter
experiments, the C-3 research aircraft will be used to
evaluate flight director laws and certification criteria
for powered-lift flight. «
Additional details are available in the March 23, 1973
Project Plan entitled "C-3 Augmentor Wing Research Aircraft
and Flight Experiment."
Need and Relevancy
OAST has a responsibility to develop short-haul transport
technology for high density civil transportation. The C-B
augmentor-wing research vehicle is the first jet powered-
lift STOL aircraft to operate. It will therefore enable
early examination of low-speed'flight and operational
characteristics representative of future STOL/RTOL trans-
ports, which (with rotorcraft and jet VTOL aircraft) are
expected to provide the U.S. with more efficient high-
density short haul systems. Informat'on obtained from
STOL handling qualities tests with th aircraft v/ill aid
in verifying the results of ongoing a .id planned ground-
based simulator studies, and in providing the criteria
to establish civil certification requ rements for such
aircraft. The vehicle, being equippe . with the STOLAND
avionics system, will also provide a unique facility for
43-0.1
72
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scheduled general STOL transport operating-systems
experiments, to be carried out jointly with DOT in
a separate program*
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QUIET, CLEAN, SHORT-HAUL EXPERIMENTAL ENGINE (QCSEE)
On-Going
Program Objective
Design, build and test experimental engines to consolidate
and demonstrate the technology needed for very auiet, clean
and efficient propulsion systems for economically viable
and environmentally acceptable powered lift short haul air-
craft. Program goals translate as follows:
o 95 EPNdB noise footprint area less than 0.5 sq. mi.
(~'10% of DC-10) , or 500 ft. sideline = 95 EPNdB.
o Emission levels of Experimental Clean Combustor
o Thrust to weight ratio 6 or better
o High bypass ratio engine technology for under the
wing and over the wing systems: composite, variable
pitch, thrust reversing, low pressure ratio fans
with gear reduction drive for low tip speed.
Program 'Targets
The program objectives will be met through the following steps:
o Source selection and contract award in December, 1973.
o Design layout review - June, 1974.
o Critical Design Review - January, 1975.
o Delivery of first engine to LeRC for in-house testing
in an under-the-wing configuration in August, 1977.
o Delivery of second engine to LeRC for in-house testing
in an over-the-wing configuration in December, 1977.
Program Approach
The approach is a competitive procurement, sinale-contractor
experimental engine program managed by the Lewis Research Center,
System definition/optimization studies of powered lift propul-
sion concepts in FY 1973 formed the hardware program basis.
Two full scale engines, one for under-thc-wing installation,
the second for over-the-wina will be designed, fabricated,
assembled, tested, and delivered to Lewis. In-house acoustic
and aerodynamic performance testing in wing/flap system
installations will be conducted to verify system character-
istics and achievement of program goals.
35-°
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TITLE: Quiet Short-Haul Research Aircraft (QSRA)
TYPE OF SPECIFIC OBJECTIVE:
SYSTEM AND EXPERIMENTAL PROGRAM-
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Transport Experimental Programs Office -
William Gardner/Jack Levine
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To obtain, by means of a low-cost experimental aircraft,
quiet propulsive-lift flight research data on an advanced propulsive-
lift configuration at lift coefficients greater than h.5, 90 EPNdB
footprint areas smaller than, one square mile, and roll control power
greater than one radian per second2.Specific targets are:
o Provide by the end of FY lk a Project Plan and Risk
Assessment which will include the objectives, technical
approach, schedules and cost for the effort and the
"risk assessment in achieving the same.
o Determine by the end of FY 7^ the airframe and engine
design requirements, schedule and cost to modify an
existing airplane for use as a low-cost quiet, high
performance propulsive-lift research aircraft.
o Modify the design, fabricate and assemble by the end
of FY 76 an existing aircraft with an advanced propulsive-
lift system and perform ground checkout and limited flight
tests of the assembled aircraft by the third quarter of
FY 77.
o Define by the end of FY 1976 and conduct beginning in the
third quarter of FY 77 appropriate multi-discipline pro-
pulsive-lift flight experiments in areas of general
-configuration, handling qualities, noise, flight dynamics,
flight control systems, information displays, propulsion
system, and operating environment.
,"25-2.0
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Generate and verify "by FY 78 the integrated
total vehicle and operating systems tech-
nology base from which design requirements
and certification criteria can be established
for practical and efficient quiet propulsive-
lift civil and military short-haul tranports.
25-2.1
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Need and Relevancy
Future powered lift short-haul aircraft need quiet, clean,
efficient and economical propulsion systems whose technology
is not yet available. Demonstrations of component and system
interactions in credible, full-scale engines and propulsion
installations are needed to establish the data base to stimulate
industry development with acceptable risk, and to help govern-
ment establish environmental and operational requirements.
,77
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APPROACH:
The project will include modification of an existing
aircraft into an advanced quiet propulsive-lift con-
figuration with modified existing engines to power
the aircraft and the use of the aircraft in a flight
research program to achieve the previously stated
objective and targets.
Two parallel preliminary design study contracts were
awarded on January 3, 1974 to the Lockheed Aircraft
Corporation and the Boeing Company for a nine and one-
half month period to determine the most effective con-
figuration of the quiet propulsive lift research
aircraft. Each contractor will conduct preliminary
design of (1) a C-8A Buffalo aircraft configured with
an advanced quieted augumented jet flap (AJF) propulsive-
lift system, and (2) a contractor-selected aircraft and
quiet propulsive-lift concept. In support of these
studies, three separate engine study contracts v/ere
awarded on January 31, 1974 to General Electric, Allison,
and AVCO Lycoming for a two-month period. The engine
contractors will define their engine concepts for the
AJF aircraft and for the configuration alternatives
being considered by the airframe study contractors.
Approximately mid-way in the design studies it is
planned that a single design concept for the research
aircraft will be selected by NASA. The selection will
be based on results of the contractor efforts as well
as on our own in-house studies and considerations will
be given to the technical, schedule, and cost risks;
the estimated project cost; aircraft research capability;
industry interest in the approach; and other related
factors. After concept selection the two design studies
will complete preliminary design for the aircraft and
provide detail budgetary and schedule estimates for
detail design, airframe modification, engine integration,
and contractor tests. Results of these studies will be
utilized as a basis for issuing an RFP to industry for
the engines and for the aircraft. The engine RFP is
planned for release in mid-1974 and the aircraft RFP
in late 1974. Flight research will be initiated early
in 1977.
The flight research program will be developed in a series
of steps including the refinement of the established
flight research objectives into more detailed and
specific objectives, the development of detailed
experiments to achieve these objectives, the prepa-
ration of a flight experiments program plan that
78
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orders and integrates the experiments, and finally,
the flight research program itself. The experiments
program will be developed in cooperation with other
Government agencies and interested industry groups
and carried out by NASA as an in-house effort.
The Ames QSRA Project Office is responsible for
overall management of the aircraft modification
with support by Lev/is Research Center to provide
modified engines for the aircraft. The QSRA Project
Office is also responsible for management of the flight
research program with participation by the other OAST
Centers.
January 3, 1974
January 31, 1974
4th Qtr. FY 74
3rd'Qtr. FY 75
4th Qtr. FY 75
Major milestones of the QSRA Project are:
Contract award for aircraft
preliminary design studies
Contract award for engine
support studies
Select aircraft design
concept
Contract award for engines for
modified research airplane
Contract award for design,
fabrication of hardware and
modifications for research
airplane
Initiate NASA quiet propulsive-
lift flight research program
Initial quiet propulsive-lift
flight research results avail-
able
Technology data base available
for use in establishing design
criteria and development of
civil commercial aircraft
NEED AND RELEVANCY:
The flight research program is necessary in order to
reduce the technical risk associated with the develop-
ment by industry of both civil and military propulsive-
lift transports and to provide a comprehensive technical
foundation on which Government regulation agencies can
3rd Qtr. FY 77
4th Qtr. FY 77
FY 78
79
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establish realistic criteria for certification of
commercial subsonic propulsive-lift transport air-
craft and for enroute and terminal area operations.
A quiet propulsive-lift research airplane must be
designed, built and flown in a research program in
order to provide verification and demonstration of
the technical base for the future design, develop-
ment fabrication and operation of reliable, quiet
and economic fan-jet propulsive-lift transports.
Powered-lift technology is a key to community noise
reduction, airport congestion relief, and improve-
ment of civil transport and military tactical airlift.
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TITLE: AMST Prototype Aircraft
TYPE OF SPECIFIC OBJECTIVE:
X SYSTEM AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Transport Experimental Programs Office -
William Gardner/Jack Levine
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To obtain, through participation in the Air
Force AMST prototype program, propulsive-lift flight re-
search data on straiprht-v/in.q externally blown flap con- •
figuration at lij.'t coefficients up to about 3.,5, 90 ZPNdB
footprint areas greater than 11 square miles, and roll
control power about -^-_radian per second^. Specific tar-
gets are:
o Obtain by FY 76 flight verification of the
detailed performance predicted by NASA ground
based research data for USB and EBF propulsive-
JLift aircraft.
o- Define by the end of FY Ik and conduct on a
non-interference basis 'with the Air Force,,
during FY 76 to the maximum "extent possible
{nulti-discipline.flight experiments in areas
of general configuration, handling qualities,
flight dynamics, noise, flight control systems,
information displays, propulsion system, and
operating environment.
o NASA completes by FY 78 documentation of the
flight characteristics and evaluation of
handling qualities and operational techniques
as related to civil short-haul operations.
APPROACH;
NASA's direct involvement in the AMST program includes sup-
port of development of the aircraft and participation,
through membership of the AMST Joint Test Team, in defining
and conducting part of the AMST flight test program. Sup-
port of development of the aircraft includes scale-model
tests in various wind tunnels to fill voids in available
wind tunnel capabilities on the part of the Air Force con-
•tractors. Further developmental support is provided through
use of the unique ARC Flight Simulator for Advanced Aircraft
for assessing adequacy of stability and control levels
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"the AMST designs, operational procedures and
emergency conditions that may influence aircraft configura-
tion and/or control systems characteristics.
The flight program will be conducted in two stages. In the
first stage, NASA will accomplish cooperatively with the
Air Force such technology-oriented flight research as can be
undertaken without interference with the primary Air Force
objectives. Recognizing the Air Force objective of the
evaluation of these prototypes for tactical and logistic
military applications, it is expected that during the Air
Force-led flight program, the time devoted to the.acquisi-
tion of data of interest both to the Air Force and .NASA
(i.e. basic aerodynamic performance, handling qualities and
operational techniques) will be limited. In the second stage,
following completion of the one-year prototype evaluation
currently scheduled by the Air Force, NASA will assume the
primary role and will conduct additional flight research.
This second stage of the program will complete the documenta-
tion of flight characteristics and evaluation of handling
qualities and operational techniques as related to civil
short-haul operations. Modifications to the aircraft will
be made depending upon a weighing of feasibility and cost,
and benefits to the QPLT Program. It is anticipated that
installation of STOLAND in one of the AMST aircraft would
best facilitate the study of advanced avionics applied to
short-haul operations in the terminal area. In addition
to studying integration of advanced avionics with pilot
display and flight control systems, STOLAND would aid in
the evaluation of techniques for defining noise abatement
flight patterns in the terminal area. Additional modifica-
tions may be made to the aircraft to reduce noise generated
by aero-propulsion systems to permit development of criteria
•for noise certification.
Major milestones of the AMST Prototype Aircraft Program
applicable to NASA are:
Initiate Air Force-led flight 1st Qtr FY 76
evaluation of the AMST aircraft
Initial propulsive-lift flight Mid FY 76
research results available for
EBF and USB configurations
Initiate NASA-led flight research Mid FY 77
using the AMST aircraft
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NEED AND RELEVANCY;
In considering the requirements for technology and
operational data to support development of civil and
military transports with the advantages of improved
approach, landing, takeoff, climbout, and airport
area low-speed maneuvering capabilities, the U. S.
Air Force and NASA have agreed that the national
needs can best be served through cooperation activity
which assures a close working relationship between
the Air Force and NASA in the Air Force Advanced
Medium STOL prototype (AMST) program and the NASA
Quiet Propulsive-Lift Technology programs.
The Air Force/NASA Memorandum of Understanding on the
coordination of the Air Force and NASA propulsive-lift
programs provides both for NASA participation in the
Air Force flight testing of the AMST prototypes and
for subsequent use of these aircraft in a NASA-led
flight test program. These aircraft can be used to
accomplish a part of the objectives of the flight test
program planned"for NASA's quiet propulsive-lift research
airplane to the extent that their performance capabili-
ties permit.
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STOL OPERATING SYSTEMS EXPERIMENTS
-Z3) On Going
Program Objective
Establish a technology base upon which operational STOL short
haul systems can be based with confidence in the 1978-2000
time period.
Regarding ITASA STOL technology programs, the draft Federal
Plan for Short Haul Air Transportation Improvement states that
"The data from these programs are considered critical to this
plan, for this data provides the basis for assessing which short-
haul options are the most promising from an operational and
technology point of view."
Program Targets
In this joint DOT/NASA program, operating systems technology,
operating procedures, and guidance, navigation, and control
concepts for high-density terminal area operation will be
demonstrated in the following steps:
o Integrated digital avionics research systems (STOLAND)
available - July 1973
o -Synthesize flight paths for STOL independent of CTOL
operations - September 1974
o Initiate flight experiments to provide systems
performance data
- DHC-6-June 1974
'- Augmentor Wing C-8 - December 1974
o Initiation of Microwave Landing System (MLS)
validation flight experiments - April 1976
Benefits which will be demonstrated include:
o Noise;:-- 90 EPNdB footprint within"'airport!boundary"
3O-O
84
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o Weather - Low visibility automatic landing capability
o Guidance Accuracy - Maximum touchdown dispersions of
+ 15 ft. laterally and + 100 ft. longitudinally
o Pilot Workload - Reduced 30% through automation and
displays.
Program Approach .'
i
This joint DOT/NASA program is being conducted primarily at
Ames Research Center, with supporting simulation studies
being conducted at Langley Research Center and FAA1s NAFEC.
An integrated digital avionics research system (STOLAND) has
been provided by Ames Research Center. One simulator STOLAND
system and two flight systems have been fabricated. The first
flight system has successfully completed flight acceptance
tests in the ARC CV-340 aircraft and is currently being installed
in a DHC-6 Twin Otter. Flight experiments with this aircraft
will begin in June 1974. The second flight system is being
installed in the modified C-8A augmentor wing STOL research
aircraft and flight acceptance tests will be performed in
November 1973. Flight experiments with this aircraft will
commence in December 1974.
Introduction of the Microvave Landing System (MLS), now under
development by the FAA, will provide better terminal area
landing guidance than is presently available. The MLS will
be used by CTOL, STOL and VTOL aircraft. Consequently, one
task to be accomplished in this program is to support the FAA
in development of the MLS to ensure its suitability for STOL
applications. Analysis, field investigations, computer simu-
lations and flight experiments will be conducted to define
realistic criteria for MLS proof-of-concept evaluation and
prototype validations. The field investigations will include
ground and flight tests with the programmable STOLAND avionic
system. • These investigations will emphasize MLS performance
for terminal area navigation and -approach and landing guidance
for low visibility automatic operations. Flight validation
of the K model prototype system will be completed in 1977.
30-0.1
. 85
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In addition to the MLS validation, operating systems experi- '
ments will be conducted to provide information to aid in the
choice of STOL terminal area guidance, navigation and control
system concepts and to define operational procedures. Steep
ascents and descents, tight turns and slow speed approaches
and landings will be studied using analysis, simulation and
flight test. The simulation and flight 'test experiments will
be conducted using the STOLAND avionics system, the DHC-6 Twin
Otter and the C-8A augmentor wing research aircraft. The
navigation and landing aids to be used in the experiments are
VOR, DME, TACAN and MODILS (Modular Instrument Landing System).
Improved navigation and guidance will be investigated using an
innovative inertial guidance and navigation concept making full
use of digital computer technology and redundancy management.
This strapdown inertial reference unit (SIRU), now in the
design phase, will be delivered to ARC in September 1974 for
flight acceptance tests in the CV-340. Flight experiments
using a STOL vehicle equipped with both STOLAND and SIRU will
begin in November 1975.
Additional details will be included in the Program Plan to
be available in early 1974.
Need and Relevancy
The Joint DOT/NASA Civil Aviation Research and Development
Policy Study report identified the two most important problems
plaguing civil aviation as noise and congestion. Development
of a National Short-Haul Air Transportation System utilizing
the capabilities of STOL aircraft has the potential of reduc-
ing the projected terminal area congestion and noise impact.
The ability of STOL aircraft to operate from runways 3000 to
9000 feet shorter than those required for CTOL aircraft and
containment of the 90 EFNdB footprint within the airport
boundary will allow modification or acquisition of STOL land-
ing facilities v/ith reduced real estate costs. Advanced
navigation, guidance, and control systems will provide zero
visibility landing capability and maximum touchdown disper-
sions of + 15 ft. laterally and +. 100 ft. longitudinally.
This will allow STOL aircraft to interface with the ATC
system with minimal interference and will permit STOL vehicles
operations independent of CTOL operations at existing airports.
Reducing the pilot workload by 30% will increase the safety of
operations.
30-0,3.
86
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New operating systems criteria and procedures must be established.
Thus, NASA and DOT, in attempting to solve some of the potential
problems associated with STOL navigation, guidance, and air
traffic control, have joined forces in conducting a STOL Opera-
ting Experiments Program which is discussed in "Final Report
of the Flight Experiments Committee of the Joint DOt/NASA
Operating Experiments Steering Group", dated July 21, 1972.
30-0.3
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NASA
ROTORCRAFT/VTOL NOISE TECHNOLOGY PROGRAMS
88
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TITLE: Advanced Rotocraft Aerodynamic Technology
TYPE OF SPECIFIC OBJECTIVE: DISCIPLINE '
STUDY SYSTEM AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Aerodynamics & Vehicle Systems Division - John M. Klineberg
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objectives: To determine and improve the performance, dynamic loads,
noise, control, stability, vibration, and handling qualities charac-
teristics of helicopter rotors and rotorcraft configurations in order
to permit the development of rotorcraft having substantially greater
mission and cost effectiveness than current (1973) operational vehicles
in military and civil usage. Specific targets are:
o Rotor Tip Vortices - By FY 75, verify through fullscale
experimental evaluations the projected ability of both
passive and active devices, such as the ogee tip shape
and mass injection concepts, to reduce blade-vortex im-
pulsive noise about 5 EPNdB compared to conventional
square tip blades for rotors of equivalant thrust level.
o Variable-Geometry Rotor - Evaluate the performance and
noise characteristics of one of the current RSRA system
candidates, the variable-geometry rotor concept, analytically
in FY 75 and experimentally in full-scale static fiests in
FY 75-76.
o Controls and Displays for Improved Handling Qualities -
Evaluate in flight the handling qualities improvements
during curved decelerating approaches achievable with
a 3-axis vector velocity command system by FY 75» and
a non-linear control concept by FY 76.
o' Civil Helicopter Technology Assessment - Apply in FY 75,
1973 state-of-the-art technology on a large transport
helicopter (CH-53) to provide passenger compartment acoustic/
and motion environment and assess suitability for feeder line
aircraft use, and to provide'civil helicopter noise certifi-
cation and community acceptance criteria.
7-2
09
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o Advanced P.otorcraft Desirn Studies - Define in
FY 75, to the extent possible in modest design studies
incorporating estimated technology advancements,
the broad design and operational characteristics of
large advanced compound helicopter and tilt rotor
transports which could realistically be operational
by 1935.
o Control1able-Twist Rotor - Verify at full-scale in
FY 75 the ability of a controllable-twist rotor
concept to reduce cyclic vibration 10 percent and
improve performance 2 percent, compared to 1973
operational rotor types.
o Plight Controls and Handling Qualities for Unique
Military helicopters - irirou^n evaluating a
hierarchy of helicopter control systems by 1976,
determine the minimum augmentation requirements
for specific military low-level missions, and
develop methods of implementation to minimize the
number and complexity of hardware components.
Using moving base simulation, establish by 1975
the effect of gross weight up to 250,000 pounds
on handling qualities and flight-control requirements
for crane helicopters.
o Design Prediction Methods - Validate existing design
predictive methods and modify them where deficiencies
exist to.provide the required improved understanding
of interrelated basic factors contributing to rotor-
craft performance, r.oise^ dynamics, and control. The
subjects to be examined include: (l) main rotor/fuse-
lage/tail rotor flow interferences and effects by
FY 75i (2) unsteady flow conditions on rotor blades
and in the rotor wake by FY 76, and (3) rotor blade
and control system dynamics including feedback
by FY 77.
o Tilt-Rotor Control Systems - Develop and demonstrate
by 1~97<3 the technology for advanced control systems
suitable for commercial and military operational
tilt rotor vehicles .
7-2.1
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APPROACH:
The NASA rotorcraft aerodynamic programs are conducted
at the Ames and Langley Research Centers—in almost all
cases jointly with the Army Air Mobility R&D Laboratory
located at each Center. Effort at Ames emphasizes large- •
scale rotor model tests in the 40- x 80-foot tunnel,
ground-based flight simulation studies, and analytical and
design studies conducted primarily under contract. Langley
in-house studies utilize such facilities as the V/STOL
and full-scale tunnels for small-scale rotor model studies,
the whirl tower for large- or full-scale hover performance and
noise evaluations, and available rotorcraft for flight-
dynamics investigations; contracted analytical and experimental
studies are also supported. The specific approaches for
accomplishing each of the identified targets follow:
o Rotor Tin Vortices - In the program oriented toward
reduction of rotor tip vortex strength (and therefore
reduction of vibration and noise} rotor tip geometric
variations and mass injection will be studied. In
one 'phase, Langley will evaluate the characteristics
of full-scale ogee-tip blades on the whirl tower and
in flight on the UH-1H helicopter in FY 75, and Ames
will carry out coordinated tests of the UH-1H blades
in the 40- x SO-ft. tunnel. Langley will conduct
flight tests to evaluate the mass-injection concept
in FY 75-76.
o Variable-Goonetrv Rotor - In Langley studies of the
variable-geometry rotor (VGR), also designed for tip
vortex strength alleviation, computer programs will
be improved for the calculation of VGR performance
and dynamics by FY 75; following complete performance
evaluations of a VGR scale model rotor through wind-
tunnel tests in FY 74, performance and noise tests!
;will be made of full-scale., mode Is'.in FY.. 75-7.6. .otf
. Lt he.. ,whi r 1 t owe u.
o_ _Controls ^ Displays for Improved Handling Qualities -
The CH-46 i-n-i light; simulator nelicopter will oe
utilized in FY 75 to develop improved design and
certification criteria for rotorr 'aft—and other
VTOL aircraft—primarily in the c reas of handling
qualities and overall low-speed flight character-
istics, such as during deceieratrhg curved "approaches;.
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Advanced flight control systems including a 3-axis vector
velocity command concept will be examined by early FY 75
and a non-linear control concept by early FY 76. Pre-
parations will be completed for phasing in a CH-1*7 in-flight
simulator (made available through the Army) having an improved
research capability. The SH-3A helicopter will be used to
pilot-controlled, simulated IFR VTOL approaches while varying
the electro-optical pilot display parameters (resolution,
field of view, contrast, magnification factor, etc.) for
reduced pilot workload and improved safety.
o Civil Helicopter Technology Assessment - The ride quality
improvements achievable from current state-of-the-art design
of a quieted, vibration-isolated cabin in a CH-53 helicopter
will be demonstrated at Langley in FY 75- Design studies
will be continued in FY 75-77 to define and assess other
advanced technology applications for improving performance,
safety, economy and community acceptance of civil helicopter
transports; flight evaluations of the more promising appli-
cations will be conducted in FY 76-80.
o Advanced Rotorcraft Design Studies - Ames contracted design
studies will be completed in FY 75 to define representative
tilt-rotor and advanced helicopter commercial aircraft design
models for future short-haul air transportation. (The
will enable a comparison with the characteristics of other STOL
and jet VTOL concepts provided in other similar contracted
studies.) Information on these design models, derived from
analysis, wind tunnel tests, and simulation will be used to
define their operating characteristics—e.g., noise, fuel
utilization, flight path, pilot workload, and passenger
acceptance—during approach and landing.
o ' Controllable-Twist Rotor - Ames, in FY 75, will evaluate
the dynamics and performance of a large-scale controllable
twist rotor on a new rotor test rig (RTR) to be developed
for the 1*0- x 80-Ft. tunnel. The RTR represents a major
• improved test capability for Ames, and will be used for a
number of large-scale rotor investigations in future years.
7-2.3
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Flight Controls and H3Haling Qualities for Unique
Military He lieorders - viimulaticn studies will be
conducted at /lines of a number of low-level helicopter
missions of. interest to the Army. A hierarchy of
control systems './ill be investigated during FY 75
to establish the minimum, augmentation requirements
and to develop methods of implementation. Emphasis
will be given to minimizing the number and complexity
of the hardware components, minimizing the effects
of upsets and disturbances, and on developing
techniques for decoupling controls. By 1975f
simulation investigations will be completed to determine
the effect of gross weight up to 250,000 pounds
on the handling qualities and flight control require-
ments for crane helicopters up to the very heavy
lift class. Simulation results will be validated
through use of flight results on a CH-54 helicopter
obtained at Langley during FY 74.
Design Prediction Methods - Langley will conduct
analytical and experimental studies to identify
factors contributing to the aerodynamic, dynamics
and noise characteristics of rotors. University
grants and contracted studies" will be continued
'through FY 79 to define wake geometry and analytical
procedures which include wake characteristics in pre-
dicting airloads, structural response, rotor control
feedback, performance, and noise* Langley in-house
experimental studies will be made in FY 75-77 to
better define unsteady local-flow and aeroelastic
parameters and rotor system dynamics. Tests will
continue in FY 75 with a highly instrumented
generalized research helicopter model in the V/STOL
tunnel to obtain a better quantitative understanding
of main rotor/fuselage/tail rotor interference
flows and effects. The effectiveness of a helicopter
fan-in-fin in lieu of a tail rotor will be evaluated
in the full-scale tunnel by FY 76. A sophisticated/
rotor" noise prediction technique/will also be
computerised in FY 76. Ames will refine math modeling
of tilt rotor dynamics through FY 75; will continue
contracted generalized studies of tilt rotor gust
response problems and control system suppression
technique through FY 76; and will develop a method
for computing tilt rotor/wing/empenage aerodynamic
interference in FY 75-76.
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o Tilt Rotor Control Systems - A simulator model
of a commercial tilt-rotor transport will be
obtained by 1976 for use in simulation studies to
define handling qualities and control system design
criteria. Pertinent information will be obtained
from coordinated simulation and flight studies
supported under the XV-15 Tilt-Rotor Research
Aircraft Program (RTOP 744-23-01).
NEED AND RELEVANCY;
Rotorcraft have attained wide usage by the military (35
Percent of the DOD aircraft inventory are helicopters and
5 percent of the Army inventory) for application primarily
in assault, medical evacuation, aircrew rescue, aircraft
retrieval and ground support missions. There is likewise
a growing use of helicopters in the civil sector for in-
dustrial, ambulance and police, and short-haul transporta- -
tion applications. Despite this wide rotorcraft usage,
their full potential is far from realized in both military
and civil sectors due to technology limitations- resulting in
poor cruise efficiency, inadequate speed and range capability,
poor dynamics and high vibration, bothersome noise, and
inadequate all-weather flight capability. These limitations
seriously impact mission capability, initial and operating
(including maintenance) cost, and passenger and community
acceptance. The programs of this objective are aimed at
effective alleviation of the technology limitations to
permit the realization of rotorcraft having greater mission
and cost effectiveness for both military and civil needs.
An indication of the relevancy of the programs to military
needs is the fact that about 90 percent of the programs are
supported equally in funding and manpower by NASA and the
Army.
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TITLE: Advanced VTOL Aircraft Aerodynamic Technology
TYPE OF SPECIFIC OBJECTIVE: XX DISCIPLINE
STUDY SYSTEM AND EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Aerodynamics & Vehicle Systems Division - John M. Klineberg
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To provide the technology required to enable
the development of viable military and civil aircraft
having effective VTOL capability together with speed,
range, operating cost, and mission/operational capabilities
approaching those of 1973 operational medium range military
and civil CTOL aircraft. This requires the development" of*
^a. thorough knowledge.and understanding of the aerodynamic;
.-'performance, noisef control and stability characteristics,
""and piloting qualities peculiar to VTOL s'ystem concepts.
Specific targets are:
o Ejector Wing VTOL Aerodynamics - In FY 75» evaluate
the VTOL aerodynamic performance, stability, and
• control of XFV-12A ejector wing configuration.
Examine by FY 76 the performance of advanced high pres-
sure hypermixing VTOL ejector-concepts in forward
flight transition engines. Obtain by FY 76 a
preliminary evaluation of the performance of VTOL
ejectors located chordwise at the root of a low
aspect ratio combat aircraft type wing.
o Lift-Fan VTOL Aerodynamics - Verify in FY 75
through large and small-scale tunnel tests that a
lift-fan VTOL transport can be configured to
achieve satisfactory performance, control and
stability characteristics in terminal area operation.
o Lift/Cruise Thrust Vectoring - Demonstrate by FY 75
through large-scale static tests the technology for
rapid response (_+ 20$ thrust modulation and + 20°
thrust deflection in 0.2 sec.) lift/cruise propulsion
system thrust vectoring/modulation systems whose
thrust vector can be varied in a practical design
from 0° (cruise thrust mode), to 90° (hover lift
mode) with no more than 5^ thrust loos, and to 130°
for thrust reversal/braking.
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0 Lift/Cruise VTOL Aerodynamics - Demonstrate by
FY"76, technology for applying basic fluid
mechanic phenomena to improve transition-flight
interference effects on performance, stability
and control of selected military VTOL combat
type, configurations through wind tunnel
evaluations of small-scale models.
o SCS VTOL Aircraft Handling Qualities - Establish by
76 through simulator investigations the envelope
of acceptable approach aspects (relative headings of
aircraft, ship, and wind) for satisfactory handling
qualities of VTOL aircraft on Sea Control Ships
under various sea states and weather conditions.
o Land-Based VTOL Aircraft Handling Qualities -
Devise and demonstrate by ri ?'/ an integrated
control system for all flight phases of high-
performance VTOL transport type aircraft. Verify,
through X-14 flight tests and related simulation
studies, design criteria for vehicle lateral
control power in hovering by FY 75•
o VTOL Flow Interactions - Provide predictive methods
adequate for design needs by FY 7& of complex flows
and their interactions (including noise effects)
typically associated with VTOL aircraft having
concentrated propulsion/lift system inlet and
exhaust flows. As one specific example, a satisfac-
tory analytic method for predicting vehicle induced
lift accruing from lift engine propulsion installations
in wing mounted pods will be sought in FY 76.
APPROACH;
The -high' performance_"7TOL} aerodynamic programs are conducted
at Ames and 'Langley. At Ames, the primary emphasis is en
large-scale aerodynamic performance and acoustic studies;1,
and on handling quality investigations. Langley concentrates
on small-scale model investigations of aerodynamic perfor-
mance, stability and control. NASA funding for the joint
USN/USAF, NASA, FAA X-22 handling qualities program has
been directly from Headquarters with technical monitoring
by Langley. The approach toward accomplishing each
identified target and the major milestones is as follows:
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O Ejector-Wing; VTOL Aerodynamics - Langley in FY 75
will evaluate the VTUL aerodynamic performance,
stability and control of small-scale wind-tunnel
and free-flight models of XFV-12A VTOL aircraft
configurations, and Ames will test the actual aircraft
in the 40 x 80-ft tunnel if -provided by the Navy.
Ames in FY 75 will continue exploratory investigation
of hypemixing VTOL ejectors, which will be extended
in FY 76 to advanced ejectors having pressure ratios
perhaps as high as 2 to 3. Ames in FY 75 will
investigate the feasibility of VTOL ejectors located
axially in the chordwise direction near the root
of low aspect ratio military type aircraft con-
figurations. This may lead to large-scale model
evaluations of VTOL performance in FY 76.
o Lift-Fan VTOL Aerodynamics - The characteristics
of a current technology lift-fan civil transport model
and of a military multi-mission lift/cruise fan con-
figuration will be determined in large-scale powered
model tests on the Ames static test stand and in the
40- x 80-foot tunnel in FY 75. Langley in FY 75
will complete small-scale model investigations of
the performance, stability, and control of an
intercenter VTOL transport model incorporating
a different wing-pod-rr.ounted lift-fan configuration,
and of a McDonnell Douglas VTOL transport design.
On the basis of these results, Ames in FY 76 will
initiate the design of a more advanced VTOL
transport type model for the 40- x 30-foot tunnel,
having substantially less required thrust/weight
than current designs, to develop the integrated
aerodynamic and acoustic technology.
o Lift/Cruise Thrust Vectoring; - Ames in FY 75 will
complete a first: series of small- and large-scale
static tests of lift/cruise fan nacelles and thrust
vectoring vehicle control systems aimed at developing
technology for simple lightweight systems that can
meet the stringent requirements for large vectoring
angular ranges, fast angular and thrust modulation,
high temperatures, and acceptable interactions of the
exhaust flow with the aircraft, ground, and airstreara.
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4
O Lift/Cruise V70L Aerodyrv-^.ics - Langley in FY 75
will continue wind tunnel evaluations of small-
scale VTOL combat type aircraft configurations with
wing and lift jot relative positions varied to
optimize jet interference effects on performance,
stability and control during transition flight.
o SOS VTOL Aircraft Handling; Qualities - Ames will
continue in r / ,75 and complete in FY ?6 a first series
of simulator investigations to establish the
envelope of acceptable approach parameters for
satisfactory handling qualities of VTOL aircraft
under manual control during take-off, approach,
and landing on Sea Control Ships under severe
weather conditions. Additional investigations
will extend into FY 77.
o Land-Based VTOL Aircraft Handling: Qualities -
Research at nr.ies toward demonstrating by r i 77 an
integrated flight control system for high performance
VTOL transport type aircraft will include in FY 75:
(l) analytical and simulation studies of such a
control system; (2) continued X-14 flight investigations
to extend and refine hover control system and
handling quality design criteria determined through
simulation; (3 ) completion of simulation math models
of advanced V/STOL transports to support transportation
systems terminal area efficiency studies and; (4)
initiation of a major simulator study on the FSAA
to examine in considerable detail how best to detect
and handle system failures on representative VTOL
aircraft designs during critical conversion flight
regimes (this effort will extend into FY 77).
Reporting of the X-22 flight evaluation of VTOL
- curved decelerating approaches, monitored by
Langley, will be completed.
o VTOL Flow Interactions - .Ames by FY 76 will attempt
to devise satisfactory theoretical methods to predict
induced flows for VTOL podded configurations.
Generalized studies will continue through FY 78 at
Langley on VTOL crossflow interferences, and at Ames,
on the noise of VTOL exhaj.isjr;jets J'as related to
turbulent mixing.
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NEED AND RELEVANCY;
Efficient high-density short haul civil transportation
systems for the future have a need for quiet efficient
vehicles which can operate over short to modest stage
lengths competitively with other forms of transportation
from small inexpensive VTOL ports which can be readily
located to meet transportation demands with a minimum
impact on the community environment and with an economic
advantage to both the traveling public and the communities
being served. Likewise, the DOD has a requirement for
future carrier-on-board delivery (COD) logistic and
surveillance type VTOL aircraft which can be operated from
small Sea Control Ships, as well as for VTOL combat aircraft,
There is considerable commonality in the vehicle technology
requirements for both the civil and military needs. The
programs of this objective are oriented to provide the
vehicle aerodynamic and flight dynamics technology required
to develop viable vehicles for such civil and military needs,
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2/14/74
TILT ROTOR RESEARCH AIRCRAFT
Ongoing
Program Objective
^Demonstrate "adVanced"rdfbrcraft technology1? for military and
civil V'.iX'L vehicles! having tv/j.co -tho cruise speed of the
'helicopter while retaining its efficient hover capability.
Program Targets
Major targets of this program include the following:
o Initiate detail design - August 1973
o Critical design review - August 1974
o Fabricate two tilt rotor aircraft - October 1975
o Complete ground testing - May 1976
o Start flight research - June 1976
o Definitize'advanced flight research program -
July 1977
Program Approach
Under a joint agreement signed November 1, 1971, NASA and
the Army are sharing the funding and management of this
program. A jointly staffed project office is located at
the Ames Research Center.
Two contractors particpated in a Phase I competitive design
and analysis which was the basis for the selection of a
Phase II contractor. The Bell Helicopter Company was
awarded a contract on July 31, 1973, for the design, fabri-
cation, and flight test of two Tilt Rotor Research Aircraft.
The program will be conducted on an "experimental shop"
basis to emphasize cost and time savings as well as con-
trolling the technical aspects to insure the aircraft will
best meet the research objectives. Prior to first flight,
a comprehensive ground test program will be conducted,
including tie-down and full-scale wind tunnel tests.
Ames1 flight simulators will be utilized to verify aircraft
characteristics and to familiarize Army/NASA operating
personnel with normal and emergency procedures. The initial
flight tests will be conducted at the contractor's facility
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to verify flight safety and train Army/NASA flight person-
nel* NASA facilities will be used for proof-of-concept
flight tests and definition of the advanced flight research
program.
NEED AND RELEVANCY
Helicopters have been widely accepted for both civil and
military missions where efficient hover and VTOL capability
are required. Their application to a wide range of civil
short haul and military tactical roles has been restricted,
however, because of high dynamic blade loads and the loss
of propulsion efficiency at higher forward flight speeds.
Noise, vibration, high maintenance costs, and poor ride
qualities have also added to the limitation of the helicopter.
For the past twenty years, the Army, Air Force, NASA, and
industry have been pursuing the establishment of a tilt rotor
technology base. Based on in-house studies and analyses by
NASA/Army engineers, it was concluded that the tilt-rotor
concept showed the greatest promise for a capability to meet
the military and civil V/STOL needs anticipated in the future.
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2/14/74
ROTOR SYSTEMS RESEARCH AIRCRAFT
Ongoing
Program Objective
A unique flight test canability in 1976 for 'advanced' rotor
•research gn a wide variety of promising new rotor concencs.
C'This program will expedite • improved- rotorcraft- research •;
'through the use of a specially dcoigr.ed. flight .test .-VGhipJLG^
^Extensive on-board 'instrumentation will provide better
research data, and repeated use of the test vehicle will
enable timely and economical completion of rotor research
projects.
Program Targets
Major targets of this program include the following:
o Initiate detail design - December 1973
o Critical design review - December 1974
o Fabricate two Rotor Systems Research Aircraft -
September 1975
o Initiate contractor flight test - November 1975
o Aircraft delivery to Government - December 1976
o Initiate NASA/Army rotor research program -
January 1977
Program Approach
NASA and the Army are jointly funding and managing this
program 'under an agreement signed November 1, 1971. A
joint project office is located at the Langley Research
Center where the rotor research program will be conducted.
NASA/Army in-house and two contractor pre-design studies
were used to establish the feasibility of an advanced flight
research vehicle and to define its characteristics, the
flight control system, and the research instrumentation
systems .
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An RFP was issued, proposals were evaluated, and Sikorsky
Aircraft was awarded a contract for the design fabrication,
and flight test of two Rotor Systems Research Aircraft.
Supporting research and technology efforts will be conducted,
as required, to support the design effort and reduce the
technical risk of the project. Wind tunnel tests will be
conducted and the Flight Simulator at Ames Research Center
will be utilized.
The "experimental shop" concept will be used to stress time
and cost savings in addition to controlling the technical
aspects to insure the aircraft will best meet the research
objectives.
i
After a thorough ground test program, the contractor will
conduct airworthiness flight tests, determine the aircraft
characteristics and handling qualities, and check out the
research instrumentation.
The NASA/Army research program will be started shortly
after the aircraft are accepted by the government.
NEED AND.RELEVANCY
The expanding role of the helicopter in both civil and
military applications has generated requirements which
exceed the current state-of-the-art of rotary wing tech-
nology. To date, flight tests of promising advanced
concepts have been conducted by modifying an existing
aircraft or by building a new aircraft for each concept.
This approach is time consuming, costly, and often gives
less than good results.
NASA and the Army have been looking for a way to conduct
adequate and timely investigations and demonstrations of
advanced concepts in flight without the excessive time,
cost, or data limitations of the "one at a time" approach.
Both agencies have concluded that a specially designed
research aircraft with adequate instrumentation is needed
to test advanced rotor concepts and verify rotorcraft
supporting technology. The Rotor Systems Research Aircraft
is planned to fulfill this need.
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ROTOR SYSTEMS FOR RSRA
(766-79) New Start
Program Objective
Select, acquire, and evaluate on the Rotor System Research Aircraft
Aircraft (RSRA)—now being developed jointly by the Army and
NASA—three practical advanced rotor-system concepts. Demonstrate
through tests of these concepts in the real flight environment the
integrated performance, dynamics and acoustics technology improvements
achievable, such as increased speed (above 300 knots), with attendant
lower vibration levels (by 1/2), noise (below 95 PNdB at 500 feet) ,
and extended component life (by 100%), leading to community acceptance,
improved ride confort (to feederline aircraft levels) , and reduced
direct operating costs (by 20%). Particular objectives will depend
in large part on the three rotor system concepts selected. Concepts
currently considered promising include the:
o Aero-acoustic rotor for reduced external acoustic
noise and increased cruise L/D
o Variable-geometry rotor for reduced external acoustic
noise and rotor vibration and increased hover efficiency
o Composite structures rotor for reduced rotor system
weight
o Variable diameter rotor for increased cruise speed
o Controllable twist rotor for increased cruise speed
and L/D, increased hover efficiency and reduced rotor
vibration
Program Targets
The program objectives will be approached through the following steps:
o Initial selection of rotor systems by mid FY 75
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o Begin design and fabrication of first rotor
system by late FY 75, ground tests by mid
FY 77, and flight tests by early FY 73
o Begin design and fabrication of second rotor
system in mid FY 76, ground tests by late
FY 77, and flight tests by mid FY 78
o Begin design and fabrication of third rotor
system by mid FY 77, ground tests by early FY 79
and flight tests by late FY 79.
Because the program involves evaluating advanced rotor
concepts on a new flight test facility, strong supporting
technology efforts will be conducted during FY 75-77 to
aid in establishing design criteria for the rotor systems
and guiding their development to assure a successful program,
Program Approach
The technical approach will encompass four major related
elements conducted cooperatively with the U. S. Army:
1. Direct Supportive Research & Technology
Activities - This includes(a) evaluation of"advanced
technology airfoils and components which will likely
be incorporated into selected advanced rotor system
concepts as described in item 2; (b) scale model
dynamic investigations of some of the candidate advanced
rotor concepts; and (c) correlation of analytical
prediction and flight data obtained as described in item
A- •
2. Advanced Rotor System Concept Definition Studies
& Selection - Concept dei'inition studies will De made
under contract to serve as the basis for the e\fentual
selection of the initial three concepts for investigation
on RSRA. The definition study contracts will document
information on concept potential, preliminary design
data, development support requirements, and cost/schedule
relationships necessary for subsequent preparation of
proposal requests and contract award to procure the rotor
systems.
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3. Advanced Roto?" Syst-mG Design & Procurement for
R5RA - This includes the U'jsign, fabrication and ground
test of the three advanced research rotor systems in a
manner to provide flight hardware consistent with the RSRA
flight schedule. Priorities and sequencing of the hardv;are
development will-be based in part on concept potential, on
extent of development and full-scale ground test require-
ments, and on timeliness.
4. Flight Evaluations Utilizing; RSRA - Upon delivery
of the RSKA, documentation flight tests will be made to
evaluate system capabilities and provide baseline data
for correlation with future test results. Thereupon,
extensive flight investigations will be made of each of
the three research rotor systems provided by this systems
technology program. During the course of evaluating the
three rotor systems per se as they become available, there
v/ill be additional flight evaluations utilizing the unique
versatility and capability of the RSRA to study important
broad helicopter problem areas such as: (a) control system
technology including feed-back systems for gust alleviation
and ride.comfort, (b) rotor/airframe structural dynamic
response, and (c) compound helicopter maneuver charac-
teristics.
NEED AND RELEVANCY
The NASA and Army are jointly developing two RSRA vehicles
at a cost of $33M to provide an efficient, expanded and
economic capability (l) to evaluate potentially superior,
advanced technology rotor system concepts in flight; (2)
to investigate rotorcraft systems and characteristics over
a much greater envelope of flight conditions than achievable
with currently available laboratory facilities or flight
vehicles; and (3) to provide an extensive flight data base
to validate many complex rotorcraft design prediction
methods. Development of the RSRA vehicles is being
agressively pursued to provide the expanded test capability
for evaluating a number of rotor concepts at a substantial
cost savings compared to the current approach of validating
each advanced concept on separate "one shot" test vehicles.
The RSRA project is completed upon government acceptance of
the aircraft, however, and this research program is required
for utilization of the valuable national test facilities to
achieve the return on their investment in a cooperative effort
with the U. S. Army.
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The first RSRA vehicle is scheduled to be delivered to the
Langley Research Center by the mid FY 77 with its base-
line rotor system, and to be ready for initial evaluation
of an advanced research rotor system by late FY 77. On the
basis of R&T base technology programs to date, several
rotor system concepts appear to warrant the thorough flight
evaluation which RSRA will permit. However, none of the
rotor systems exist in flight hardware suitable for direct
use on RSRA. Although the time requirements for design,
fabrication, ground test, and integration of a complete-
rotor system on RSRA will vary with different concepts,
a minimum of about two years is anticipated. Therefore,
it is imperative that concept definition studies and evalu-
ations be initiated early in FY 75 to select the most
appropriate rotor systems for development, to establish a
concept priority which will allow the most effective develop-
ment of flight test hardware, and to begin the design/
fabrication of the first research rotor system. The pro-
vision and evaluation of the second and third rotor systems
of this program are timed for maximum effective utilization
of the two.RSRA vehicles for all NASA/Army flight investigations
requiring the vehicles.
The development of advanced rotor systems and their
evaluation on RSRA contribute directly to the NASA National
Goals of providing efficient short-haul transport tech-
nology and establishing the technology for superiority in
military aeronautics. The program will in addition aid
greatly in focusing technology efforts carried out under
the NASA Rotorcraft Research and Technology Base programs
which also support the two National goals mentioned.
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NASA
SUPERSONIC CRUISE AIRCRAFT NOISE
TECHNOLOGY PROGRAMS
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'
TITLE: SCAR Propulsion Tochnology
TYPE OF SPECIFIC OBJECTIVE: _ DISCIPLINE _
STUDY X SYSTEM AND EXPERIMENTAL FROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Advanced Supersonic Technology /Hyper sonic Research
Office - W. S. Aiken, Jr.; L. Sternf ield
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS::.
Objective: To establish an expanded' supers: onic" propulsion?
techno logy base, in parallel with the expansion of other
supersonic disciplinary technologies v-^-.c-h '..-ill porni.it thoj
^reduction of noise 'in takeoff and landing -to "level's "less
than the Douglas DC-10 and Lockheed 1011; r-educe fuel con-
sumption rates which can make supersonic ciruise aircraft
significantly more efficient; and nitric oxide emissions
in high altitude cruise that are greatly rc-duced from levels
possible with today's technology. Specific targets are:
o By the end of FY 1975, est'iblish'vrici"se "reduction?
'potential of suppressors for coannuiar jets"for/
''application to duct-heating turbofar. cycle engines l'~j
t -X.- •"••-.._,. ,.. ...^^ -*!•.,.>. ..'..••.•- , . . . - ., . . .... fc~« .* , ,. ..* — ------ -"* '
o By FY 1977, verify the potential of NOX reductions
to 90% less than current engines at supersonic
cruise altitudes.
o By FY 1977, verify inlet shock stabilization valve
concept operational suitability by YF-12 flight
tests.
o By FY 1979, synthesize and apply an integrated
propulsion control system to the YF-12.
APPROACH :
NASA's fundamental research on supers6nTc~'prop^iis~ibrf "system _•
•^problems is conducted primarily 'by LeRC,.-"with contributions'
;from ARC Jin the noise area and FRC in the area of inlet
control systems. Primary emphasis is placed on the develop-
ment of engine components and propulsion -systems- which will -?
provide high level? of" propulsive ef. .ciency with reduced
"•levels of noise and pdllutant cmissic .is . The secondary
emphasis is on the development of integrated control systems
which will stabilize inlet shock wav^s and thus provide for
improved propulsion system performan< -2 and reliability.
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o fJoi'jer.'supprcGSorsMeveloped in the FAA .SST Phase II
Follow-on program and '.n-house LeRC programs will
be flight tested using the Lewis F-106 and also
tested in the Ames 40' x 80' wind tunnel. The
sources and treatment of coannular jet noise,
important for applications to duct-heading turbofan
engines, will be studied by Lev/is leading to later
'engine tests. • Wind tunnel techniques ~o be developed
by ARC for the prediction of the effects of forward
speed on noise characteristics will lecad to testing
of powered models of supersonic cruise aircraft.
o The LeRC will continue the current in-t.ouse/contractor
clean combustor program which is aimed, at reducing
the NOX emissions at supersonic cruise speeds to -
levels 'which are only 90>j of those of current subsonic
aircraft. Tests of candidate combustor." will be
tested at flight conditions representative of those
of long-range supersonic cruise aircraft and these
tests will lead to the development of Low NOX combustors
suitable for use in low-noise engines.
o Inlet shock stabilization valve concepts and digital
integrated control techniques will be Applied by the
Lev/is and Flight Research Centers to tiie YF-12 air-
craft. The shock stabilization system mil be
tested in the Lewis 10' x 10' wind tunnel and subsequent
flight tost will be conducted on a YF-12 which has
been modified to include the new system.
Major milestones of the SCAR Propulsion Technology program
are:
Early FY 75 - Initiate wind-tunnel tests of inlet
shock stabilization valve.
Mid FY 75 - Initiate studies of augrnentor pollution.
Early ;FY 76 - Establish noise reduction potential of
suppressors for coannular jets.
NEED AITO RELEVAITCY;
The SCAR Propulsion research is for direct support of the
Supersonic Cruise Aircraft Research program. This v/ork is
of primary relevance to the OAST focus o basic research on
supersonic cruise aircraft.
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The propulsion system is always a key technology area in the
development of any advanced aircraft. In the case of super-
sonic cruise aircraft, additional constraints imposed by the
need to reduce terminal area noise (less than.new widebody
civil aircraft) and terminal area and upper atmosphere pol-
lution (ninety percent less than current engines at high
altitude cruise), while retaining cruise efficiency for
military aircraft and economic viability for civil aircraft,
present a set of interlocking problems which must be addressed
through noise suppression programs, clean combustor programs,
and the initiation of research on advanced low-noise engines
which permit efficient operation at both subsonic and super-
sonic speeds. In addition, since very precise and complex
propulsion controls are required to prevent major interactions
of propulsion system components as well as potentially adverse
interactions with airframe control systems, research on the
dynamics and control of supersonic propulsion systems must
be conducted by means of wind tunnel and flight tests.
We expect that the results of this research will provide the
background data which will lead to quieter, cleaner, and
more efficient propulsion systems for both military and
commercial supersonic airplanes.
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v
TITLE: SCAR Aerodynamic Performance Technology
TYPE OF SPECIFIC OBJECTIVE: DISCIPLINE
STUDY X_ SYSTEM MID EXPERIMENTAL PROGRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Advanced Supersonic Technology/Hypersonic Research
Office - W. S. Aiken, Jr.; L. Sternfield
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To establish "an'expanded supersonic .aeraiynani.es?
technology"base- in parallel wiUi the expansion of other
supersonic disciplinary technologies v/hich will permit
improvements in L/D, rc-cluctions in sonic boom; arid the
translation of technical advances into integrated aircraft
systems. Specific targets are:
o By FY 1977, validation of low-speed high-lift aero-
dynamic performance theories.
o By FY 1978, verification of theoretical methods for
rapid analysis of critical design loads.
o By FY 1979, 30% increase in L/D over present state-
of-the-art for aerodynamic configurations meeting
all propulsion system, structure, and control
system restraints.
o 't'By FY "1931,~4C% reduction "in'sonic boom duringV
'cruise conditions potentially applicable to far'
•termAdvanced supersonic, transport designs. /
APPROACH:
NASA's fundamental research on supersonic aerodynamic perfor-
mance is conducted primarily by the Langley and Ames Research
Centers'. Primary emphasis is placed upon evolving supersonic
cruise aircraft concepts which have high levels of supersonic
performance, on obtaining sufficient low-speed and supersonic
wind tunnel data to permit optimization of these concepts,
and on 'the development of improved theoretical methods for use
in the design and analysis of both military and commercial
supersonic aircraft. The secondary emphasis is on the develop-
ment of a more complete understanding of the sonic boom t
phenomena v/hich are so critical to commercial overland super-
sonic flight.
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o Integrated supersonic cruise configuration concepts
which show promise of meeting the demanding require-
ments of future long-range supersonic cruise missions
will be developed by LaRC v/ith extensive analyses
and wind tunnel tests. Both "near-term" concepts,
which depend on only small improvements in the
related disciplines of.structures, propu.lsion, and
flight controls to become viable supersonic cruise
aircraft, and "far-term" concepts which depend on
extensive technology advancements in all areas,
will be considered. In addition, the ARC will give
consideration to unconventional concepts which might
show future promise in an advanced technology environ-
ment.
o The purpose of the theory development program is to
fill the voids apparent in the recent United States
SST program. Needs for improved, and mere rapid,
means for. supersonic cruise aerodynamic design and
analysis methods; more valid means for predicting
critical wing and fuselage design loads; and methods
for analytically assessing the low-speed, high-lift
aerodynamic performance were indicated during this
program. LaRC will conduct contract studies to meet
the needs for better supersonic and loads methods
while ARC will direct a contract study to fill the
need for improved low-speed methods. The goal is
to combine the improved methods into a unified
design and analysis method which is applicable to
most classes of supersonic aircraft.
o It is generally accepted that the iiture market for
commercial supersonic cruise aircraft would be more
than doubled if t1..-? sonic boom problem could be/
;solvcd or ameliorated.'' The SCAR sonic boom technology
will" be directed towards obtaining a c-stter under-^
[.'standing cf sonic boom phenomena'and -cowards ?"~iving^
con-figuration concepts which have low levels of sonic/
:bpom disturbance.
Major milestones of the SCAR Aerodynamic Performance research
are:
Early FY 75 - Complete Cornell University study of
sonic boom phenomena,
Mid FY 75 - Extend contracts for improved supersonic
loads, and low-speed theory.
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Late FY 75 - Complete transonic tests of arrow-win^,
propulsion and pressure distribution
model.
NEED AND RELEVANCY: "
The SCAR Aerodynamic Performance research is for direct
support of the Supersonic Cruise Aircraft Research program.
This effort is of primary relevance to the OAST focus on
basic research on supersonic cruise aircraft.
Improved aerodynamic performance in all flight regimes is
critical in the development of superior military and
commercial airplanes. A thirty percent increase in L/D
would provide the option for an approximate thirty percent
increase in range or payload capability. In the case of
supersonic commercial airplanes, the additional constraint
of sonic boom and the need for high levels of low-speed
aerodynamic efficiency to reduce noise, seriously complicate
the aerodynamic design and integration problems. In order
to provide the technology for future supersonic cruise
aircraft with either military or commercial missions,
advanced configuration concepts must be evolved, advanced
theoretical procedures for use in predicting and optimizing
the aerodynamic performance must be validated, and an ex- -
tensive data base must be obtained from wind tunnel tests
of representative models. The SCAR Aerodynamic Performance
research is directed toward these needs.
24-5.2
113
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NASA
AIR TRANSPORTATION
SYSTEM STUDIES
111*
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SHORT-HAUL TRANSPORTATION SYSTEMS ANALYSIS
The objective of this work is to help develop a sound tech-
nological base for future decisions relating to the design,
development, and operation of short-haul transportation sys-
tems. This objective will be achieved through a related group
of studies that: examine the relationships between short-haul
technology and short-haul economics, markets, and implementa-
tion; identify potential viable short-haul airplane concepts
and their design and performance criteria for practical short-
haul transportation systems including consideration of market,
economic, and environmental factors? and, perform sufficient
aircraft design to provide a realistic assessment of technical
problems and questions regarding their design, development and
operations, and their development and operational costs. These
data will be used to help define the future direction of pro-
ductive technical (and system related) activity for short-haul
transportation systems. This investigation will be performed
in-house and under contract.
Two contracted studies (Lockheed and Douglas) to determine the
operational and economic viability of turbofan powered propul-
sive lift aircraft for short-haul transportation have been
completed. Final reports will be distributed in June. The
current contracts have been extended to (a) allow Lockheed to
optimally design and compare the OTW/IBF propulsive lift and
mechanical flap concepts in terms of noise impact and operating
economics and (b) allow Douglas to determine the impact on
operating economics of the effect of combining terminal area
operations with various engine cycles to minimize community
noise impact for several propulsive lift and mechanical flap
concepts.
115
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ANALYSIS OF FUTURE CIVIL AIR TRANSPORTATION SYSTEMS AND CONCEPTS
The objective of this study is to provide systems analyses of
future civil air transportation systems and concepts in order
to identify promising aeronautical systems, determine optimum
characteristics, and define technology requirements and costs
associated with such systems. Studies of general-aviation air-
craft, CTOL, STOL, and VTOL transports, advanced subsonic/tran-
sonic transport aircraft, and advanced supersonic transports will
be conducted. Total system studies will be carried out consider-
ing all of the interactions between aircraft, airports, airways,
community impact, and economics (both within the aviation
industry and on a national basis). In addition, studies of a
short term nature will be conducted in support of the aeronautical
program planning activities of ARC and OAST.
116
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HIGH TRANSONIC SPEED TRANSPORT (HiTST) SYSTEM STUDY
The objective of this study is to provide detailed configuration
definition of a high transonic speed transport concept. The
contract system study of FY 1973 identified a promising yawed
wing aircraft at the conceptual design level. The study this
year will provide needed definition at a more detailed level,
providing in-depth analysis in several individual new technology
areas, and adding credibility to certain design concepts. Examples
of such design studies would include fatigue and flutter charac-
teristics of composite structures, low speed stability and control
of yawed wing for emergency maneuvers, and new engine technology
applications for reduced noise.
117
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SUBSONIC/TRANSONIC C/RTOL TRANSPORT TECHNOLOGY
SYSTEMS AND DESIGN STUDIES
This work covers systems and design integration studies for
subsonic C/RTOL long and medium-range passenger and cargo
transport aircraft. The objective is three-fold. (1) Make
technology advances available for superior subsonic C/RTOL
transport aircraft to satisfy anticipated requirements in the
the 1980*s. Anticipated requirements include the need to
improve aircraft cruise efficiency not only for better economics
but also for energy (fuel) savings; to alleviate terminal-area
congestion; and to reduce aircraft noise and emissions without
suffering economic penalties. (2) Determine the feasibility
of utilizing aircraft fuels other than JP fuel for subsonic
cargo and passenger aircraft as a potential partial solution
to a projected shortage of petroleum in the 1990's and to
identify aircraft-technology requirements peculiar to alternate
fuels. (3) Investigate new approaches to providing more
economical subsonic transport of liquid and solid cargo in
anticipation of the need for a greatly increased air transport
of cargo.
119
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SUBSONIC/SONIC CTOL TRANSPORT TECHNOLOGY PROPULSION STUDIES
NASA has initiated an effort to study the application of advanced
technology to the improvement of future commercial transport
aircraft. The results were resolved in terms of economic factors
involving parameters such as aircraft drag, propulsion efficiency*
costs, and propulsion system noise-and exhaust emissions.
Detailed analyses has been completed through in-house and contract
studies and have "been documented in NASA Contractor Reports.
Results indicated that the environmental constraints imposed com-
promises to the optimum fixed-area turbofan cycle with resulting
economic penalties. The studies also indicated areas where
advanced technology would decrease the noise and emissions and
improve the system economics.
Results of recent studies of unconventional cycles have indicated
that to achieve low noise, variable geometry inlets in conjunc-
tion with variable-area exhaust nozzles will be needed. Also,
the use of high throat Mach number inlets appear to offer signifi-
cant performance and economic improvement over inlet splitter
rings. Several designs, including hybrid variable geometry cowls,
expanding and translating centerbody types, and translating ring-
type inlets were proposed for further study.
120
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NASA
GENERAL AVIATION
NOISE TECHNOLOGY
PROGRAMS
121
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TITLE: General Aviation Aerodynamic Technology
TYPE 0? SPECIFIC OBJECTIVE :__XX_DISCIPLIi:Z
_ STUDY _ SYSTEM AND EXPERIMENTAL PECiRAM
ORGANIZATIONAL ELEMENT RESPONSIBILITY:
Aerodynamics & Vehicle Systems Division — Roger L. Winblade
STATEMENT OF SPECIFIC OBJECTIVE AND TARGETS:
Objective: To develop and demonstrate advanced technology
for general aviation use that will permit the design of future
U.S. aircraft that are safer, more productive and clearly
superior to foreign competition.
The following targets have been established to provide the
advanced capabilities and design techniques necessary to
achieve the stated objective.
o Flight demonstration in FY 1975 of low speed airfoils
with a 30?o increase in CT max maintaining the same or
less cruise drag.
o Application of supercritical aerodynamic technology by
all U.S. business jet manufacturers by 1975-
o Flight demonstration by FY 1976 of pilot displays and
control systems to improve flight path control and
landing performance with special application to
-pilot training
-pilots who fly infrequently
-landing at unfamiliar airfields
-night landings
-emergency conditions
o Provide definitive design criteria, test, and evaluation
techniques by FY 1976 for aircraft that will not spin
unintentionally.
orEstablish design" criteria for airfo'it" "sections .^rvj
** - • •• • - •»
.planforns opcir'iizfcd__ for low noise propellers by FY
122
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APPROACH;
Analytical and experimental efforts are directed toward the
generation of design data for safer more productive general
aviation' aircraft. Simulators, wind tunnels and when
appropriate, experimental aircraft 'will be utilized in.
programs addressing the problems and limitations unique to
the general aviation category of aircraft. Improved safety
and utility are predominate factors; however, user require-
ments, manufacturing and cost limitation and certificability
are significant factors in development and conduct of the
technology programs.
o Both analytical predictions and wind tunnel testing
have been used to develop a new low speed airfoil
section. The characteristics of the new airfoil show
an increase of 3O?<> in C,. and a 5Q;= improvement in
L/D when compared to airfoils currently in use.
Experimental flight verification will be accomplished
through the testing of a modified aircraft incorporating
new wings designed with this airfoil section. The
wing design was completed in FY 1973 with fabrication
by a general aviation manufacturer underway in FY 1974.
Detailed flight testing in FY 1975 will provide a
completed data package including analysis, wind
tunnel data, application techniques and flight verifi-
cation.
o Supercritical aerodynamic theory, while developed in
the context of large transports and military aircraft,
will be of significant advantage to business jet air-
craft. Classification of supercritical data requires
implementation of specific agreements under which the
necessary access to data can be authorised. Such
agreements, providing data, technical consultation
and NASA wind tunnel validation of the resulting
designs, are in effect with four U.S. business jet
manufacturers. Discussions are underway with the
remaining, two U.S. companies concerning similar
arrangements.
o Direct modulation of the L/D ratio has been shown to
provide significant improvements in the precision of
flight path control and reduction in touchdown dis-
persion when properly integrated into the pilot's
task. The successful completion in FY 1974 of the
direct drag control (plate spoilers) effort to
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demonstrate the feasibility of using sooilsrs on
powered light aircraft is being followed by a
similar effort on direct lift control in FY 1975
and FY 1976. An aircraft modified to incorporate
the slot sppiler lift modulation concept will be
utilized to obtain definitive data-on effectiveness
and operational characteristics. Simulation and
actual flight tests of an experimental "breadboard"
version of a simple head-up display presenting
information on angles of attack and sideslip as well
as airspeed have shown a beneficial effect on the
landing performance of selected pilots with considerable
experience in light, aircraft. Continuing flight
verification of this and an improved prototype
version will be performed with pilots of lesser skills
and experience to demonstrate the effectiveness
of the unit and application in the operational
environment.
o The stall/spin problem currently is the largest
single factor in general aviation fatal accidents.
The program initiated at the Langley Research Center
in FY 1973 to- define the criteria and design techniques
for spin resistant airplanes is intended to alleviate
that problem. Exploratory investigations will be
conducted at Langley and Ames on both aerodynamic and
avionic methods for preventing stalls and spins.
Wind tunnels, radio controlled models and full scale
aircraft are being used to identify and document
the critical aerodynamic characteristics relative
to spin entry and recovery. Modernization of the
tail damping power factor criteria is a primary
aim of this effort, as is the development and
demonstration of an economically viable radio
controlled model testing technique for preflight
verification of spin characteristics. A compact
and easily-installed spin recovery system employing
monopropellant (hydrogen peroxide) thrusters and
a self contained fuel supply system is to be developed
and flight tested to demonstrate the suitability of
this type of system for basic spin research and possible
use by manufacturers in their spin certification
tests.
o Both ir.-houne and university grant efforts are being
directed toward development of modern design criteria
for propellers. Operational and manufacturing eomprorr.ir^
have resulted in propellers that currently operate well
1-1. 2
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below the theoretical maximum efficiencies. During FY 1975
and j6, concentration will be on application of advanced
aerodynamic theory to optimizing planforms and airfoil
sections for maxium noise. Optimized blade shapes will
be fabricated from both conventional materials and composites
to investigate potential benefits of the newer manufac-
turing techniques.
NEED AND RELEVANCY:
The impact of general aviation on the air transportation systems in
terms of numbers of operations, flight hours, and people transported
has been well documented. The projected large increases in this ac-
tivity are validated by past history. With 500 million intercity
travelers projected to be using gerneral aviation by 1985, it is
imperative that a vigorous technology programs be directed at im-
proving the safety of these operations.
The general aviation industry in the United States currently exports
20 to 30% of tis production. This market has been maintained pri-
marily through the technical superiority of the U.S. manufacturing.
Countries in Europe, South America, and Asia, through government
support, are rapidly developing their general aviation industries.
Projections to the 1985 time period indicate that unless the U.S.
industry can generate aircraft that are technologically superior,
the emerging foreign competition will not only absorb the export
market but will make significant inroads into the domestic market
as well.
7-1.3
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DOT/FAA AIRCRAFT NOISE PROGRAMS
126
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SOURCE NOISE REDUCTION PROGRAMS
The objective of this program is to develop a noise source
prediction capability for all categories of aircraft. This program
involves the investigation arid determination of the parameters that
cause or influence the actual generation of noise emanating from
aircraft, definition of noise sources and methods of reduction
plus development of guidelines for changes to the engine, and air-
craft configuration required to minimize noise. Aircraft noise
source elements are identified as follows:
o Turbo machinery
c Jet mixing
o Combustion/case
o Propeller and rotor
o Airflow surface interaction
o Lift augmentation
o Reciprocating engine
o Duct acoustic lining
o Aircraft configuration noise shielding
Source noise reduction research and development efforts can con-
veniently bo described according to aircraft type: CTOL (transonic,
subsonic aid supersonic) and V/STOL. The schedule of major activi-
ties is described below and is shown in Table 1. A continuing
effort to update and add to current capabilities is planned for
both CTOL and V/STOL aircraft types through both in-house and
contract activities. It is important that the latest technology
in noise prediction and reduction techniques be readily available
so that community exposures can be accurately estimated and noise
.control can be implemented by technologically practicable and
economically reasonable regulations.
127
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Core Engine Noise Control
The purpose of this project is to provide theoretical and
experimental data to assist, the designers in developing future
aircraft capable of conforming to lower noise levels than are now
required by FAR Part 36. Tha effort shall be directed to identify-
ing, evaluating, and controlling the component noise sources in-
herent in the core engine (the gas generator) which establishes
the limit of effectiveness of the current noise control state-of-
the-art.
For the purpose of this project, core engine noise is defined
as the noise produced by the gas generator portion of the gas
turbine engine either solely or as influenced or amplified by the
fan discharge,' tail pipe, and/or any other portion of the exhaust
system. Core engine noise shall be assumed to radiate only in the
aft engine quadrant and its sources may be generated either up-
stream or downstream of the tail pipe exit plane. Core engine
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radiating from aither the engine inlet or fan exhaust ducting.
Core engine noise, however, may include compressor generated
noise transmitted downstream through the engine flow passages or
fan generated noise enhanced by interaction with the core engine
noise or gas stream.
Prediction of Aircraft Configuration Effects
The purpose of this project is to study the feasibility of
use of aircraft configuration and engine placement to reduce noise
propagation to the ground plus development of prediction proce-
dures for configurations of practical interest.
General.Avi _at ion Aircra ft
This project covers a survey and definition of the noise
characteristic of all general aviation aircraft plus development of
suitable noise prediction capabilities.
129
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R etro f 1^Feasibility
Current Commercial Jet Aircraft: The purpose of this project is
to provide test data to assist in determining whether certain classes
of turbofan propelled airplanes in the current fleet can be modified
for msaningful noise reduction in a feasible manner. Feasibility
relates to three key instructions contained in Public Law 90-411;
that is, the noise abatement methods must be technologically, prac-
ticable, economically reasonable, and appropriate for the particular
typa of aircraft, aircraft ciigine appliance, or certificate to which
it will apply. The effort is directed to providing acoustical
treatment, designed to conform to specified noise reduction goals.
The acoustical treatment may be any hardware or mechanical device,
applied either singly or in combination with the inlet and primary
and secondary exhausts that will either absorb sound or otherwise
effect a noise reduction at the FAR Part 36 measurement positions.
Current retrofit programs for 727 aircraft will be completed
in FY-1973; 707, DC-8, and DC-9 retrofit programs will bs completed
in FY-1974. The effort is directed to providing nacelles that are
capable of being certificated. Results to date indicate that the
retrofitted aircraft can comply with FAR Part 36.
Executive Jet Aircraft: A retrofit feasibility program covering
business jets is planned to follow the commercial retrofit project.
The number of this type of aircraft is more than one-half that of
the commercial fleet considered for retrofit and is growing rapidly.
The purpose of this project is the same as given above for commer-
cial jets. This program will draw upon knowledge gained and relate
closely to the commercial jet program covered above. It is scheduled
for completion in FY-1976.
V/STOL
V/STOL aircraft have propulsive lift systems that are distinct-
ly different from conventional aircraft. Both rotary and jet
propulsion systems are bsing considered. It is anticipated that
V/STOL aircraft (including helicopters) will supply a major segment
of the short haul transportation requirements in the near future.
130
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These aircraft, which are being considered for city center air-
ports, may cause substantial increases in noise exposure for ad-
jacent urban areas and also for suburban areas under the cruise
path.
This effort is directed to identification, evaluation and
controlling component noise sources inherent in V/STOL systems.
Both jet propulsion and rotary propulsion systems will be studied.
Prediction techniques will be developed.
131
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OPERATIONAL NOISE REDUCTION PROGRAMS
The objective of this program element is the determination,
investigation and measurement of significant factors which affect
the transmission of noise from its source to the airport community.
Elements are identified as follows:
e Aircraft Operational Procedures
o Atmospheric Parameters
Operational noise reduction is a continuing effort through both
in-house and contract activities. Information developed will be
used to update FAR Part 36, and in future noise rules. Projects
apply to certification measuremant and compliance.
The operational noise reduction program plan is presented
in Table 2 and elements of the program are discussed below.
Noise Propagation Measurement and Evaluation
This program element will include studies of ground attenua-
tion and of the importance of temperature and humidity measurements
along the noise propagation path versus ground measurements only
in correcting flyover noise measurements to standard conditions
as currently required by FAR Part 35. This project could provide
a refinement to FAR Part 36 and to improved accuracy in calculation
of noise exposure areas.
Noise Measurement
This program involves development of methods and equipment for
noise measurement. The project objectives are to develop noise
measurement systems with capabilities suitable for certification
.research, studies of noise abatement operating procedures, long
range noise propagation, and community noise exposure. Certifica-
tion measurement capability objectives include commercial subsonic
and supersonic aircraft, general aviation including business jets,
plus VTOL and STOL aircraft.
132
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Increasing air traffic brings with it increasing complexity
in airport noise patterns and as a consequence, more complete
automatic and sophisticated measurements will be needed to deter-
mine the extent of the noise exposure. It would therefore be
technologically advantageous to develop noise measurement systems
capable of handling extensive measurement tasks, at greater accura-
cies, then the conventional systems.
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NOISE EVALUATION AND RESPONSE
The objective of this program element is to determine the
effects of noise on- individuals and on the community as a whole;
to develop methods required to predict the reaction of communities
to noise resulting from' varying numbers and types of aircraft;
and to develop and/or refine acceptable yardsticks for evaluation
and rating of various levels of aircraft noise. The program
schedule is included in Table 2. Elements of noise evaluation and
response are identified as follows:
o Noise exposure evaluation
o Community response surveys
o Subjective noise evaluation
o Psychoacoustic studies
o Noise exposure forecasting
Research to improve the technology base in this area is a continuing
effort through both in-house and contract activities.
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Noise Exposure
Commun i ty Noise Predict ion : The unique flight paths and configura-
tions of all categories of aircraft must be considered together with
propulsion system noise source characteristics so that community
noise exposures can be accurately estimated. .The purpose of this
project is to develop a methodology which will provide community
noise exposure levels, equal level contours, and areas within
contours for the full range of source noise configurations and
flight paths.
Noise Evaluation and Community Response: The purpose of this
project is the development of accurate' and comprehensive noise
evaluation criteria suitable for application to all CTOL aircraft
including business jets and also suitable for application to V/STOL
aircraft.
135
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Psychoacoustic laboratory and fi-eld tests will be conducted
on response of human beings to aircraft sounds and noise evaluation
measures developed for regulatory purposes by statistical correla-
tion of test results. Investigations will be made of the signifi-
cance of various annoyance factors such as multiple tones, speech
interference, amplitude and duration of tones, doppler shift, low
frequency effects, transient and impulse effects, and the rate of
onset and intensity on duration.
Noise CortifLcation Criteria; Objectives cover development of
techniques for noise measurement and analysis for use in certifica-
tion of all aircraft categories, refinemants to FAR Part 36 for
FAR Part 36 for CTOL aircraft plus development of criteria for
business jets and V/STOL aircraft. Included are considerations
of multi-segment or complex flight paths plus data acquisition and
analysis systems. Work will include measurement and analysis of
the aircraft noise and determination of procedures and equipment
which will promote development of measurement and analysis standards,
136
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SOURCE SONIC ROOM REDUCTION PROGRAMS
FAR Part 91.55 prohibits civil aircraft oparations at true
flight speeds .greater than Mach 1 to prevent any sonic booms from
reaching the ground. However, it is known that it is possible to
fly up to speeds of Mach 1.4 without causing a sonic boom to reach
the ground under certain conditions. Therefore, a demonstration
was conducted during 1973 utilizing simulated operational techniques
for loiig-range cross-country supersonic flights at Threshold Mach
Number (Between 1.0 and 1.3) which theoretically did not generate
sonic booms on the ground. This is Phase II of a four phase effort
to develop a definition of the air and ground system requirements
for successful supersonic Thresholds Mach Number operation. During
1974, based on Phase II results, conduct a SR-71 (YF-12) or F-lll
transcontinental flight at Threshold Mach Number and not produce
a sonic boom on the ground. Define and update the system require-
ments for boomless supersonic transcontinental flight during 1975
through 1977.
Sonic Boom Superboom Study
Improved computational programs are available for the theoret-
ical computation of maneuver booms, but these procedures have not
been correlated with flight measurements. Current USAF supersonic
flight programs during 1973 through 1977 are ideally suited and
will be set up for such a correlation. The results of this effort
will define limits on corrective supersonic maneuvers within
anticipated sonic boom constraints.
137
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OPERATIONAL. S(mC BOOM REDUCTION PROGRAMS
This effort will provide, during 1973, two prototype digital
lightweight inexpensive' sonic boom recorders for future field use
to provide an improved capability to record signature data during
sonic boom test and monitoring programs. Based on prototype tests
results during 1974, obtain production units for operational test
program during 1975. Tha FAA will also provide atmospheric
soundiiig aircraft during joint FAA, NASA, USAF, and NOAA opera-
tional programs to obtain real-time atmospheric data (winds,
turbulence, and temperature) for use in long-range Threshold Mach
Number operational feasibility studies during 1973 through 1975,
i.e., bootless transcontinental supersonic flights.
Sonic Boom Atmospheric Effects
Studies are being conducted to identify measurable features
of the atmosphere, both large scale and small scale, which cause
statistical variations in sonic boom measurements. Attention
will be given during 1974 through 1977 to establishment of a
correlation between observed overpressure variability and local
atmospheric conditions to provide a basis for prediction of that
variability. The program x^ill include theoretical and experi-
mental work aimed at determining sonic boom pressure signatures
associated with aircraft operations at or naar Threshold Mach
Number.
Sonic Boom Certification
A sonic boom certification research program is currently
working to develop better technical and social criteria for sonic
boom in accordance with Public Law 90-411 to form definitive
guidelines upon which to base government and industry policies
for both the design and regulation of supsrsonic and transonic
commercial aircraft. The objective is to develop a consistent
technical rationale based on the multiple technical and social
criteria found from research that will assist in revising and
updating administrative policies and decisions regarding certifica-
tion limits and provide industry with a design window for super-
sonic operations.
138
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Sonic Boom Effects on Structures
Structural damage due to moderate sonic booms has been
primarily centered on damage to glass, plaster and bric-a-brac.
Glass breakage is of primary importance. During 1974 and 1975
this work will develop sonic boom criteria in terms of equivalent
response of windows to such natural forces as wind gusts, thunder
and in terms of building codes applicable to window glass instal-
lation. This program will include -flight programs, as well as
simulator studies. •
Test of Exiting Noise Calculation Procedures Applicability
To Sonic" ii;om • ^""
During 1973 and 1974, test the applicability of existing
calculation procedures which scale annoyance and loudness reac-
tions to steady state, time varying, and impulse noise. The ob-
ject is to develop a simple method that would apply equally well
to a variety of noises which would then be highly useful for
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STATEMENT OF FREDERICK A. MEISTER, ACTING ASSOCIATE
ADMINISTRATOR FOR POLICY DEVELOPMENT AND REVIEW,
FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF
TRANSPORTATION, BEFORE THE HOUSE COMMITTEE ON
SCIENCE AND ASTRONAUTICS, SUBCOMMITTEE ON AERO-
NAUTICS AND SPACE TECHNOLOGY, JULY 25, 1974, REGARDING
AIRCRAFT NOISE ABATEMENT EFFORTS.
Thank you for the opportunity to appear before you today, Mr. Chairman.
I am Frederick A. Meister, FAA Acting Associate Administrator for Policy
Development and Review. Appearing with me today are Charles R. Foster,
Director of the Department of Transportation Office of Noise Abatement,
and Richard P. Skully, Director of the FAA Office of Environmental Quality.
In passing the-Noise Control Act of 1972 the Congress declared it to be the
policy of the United States "to promote an environment for all Americans
free from noise that jeopardizes their health or welfare. " The Congress
further authorized and directed Federal agencies to carry out the programs
within their control in such a manner as to further that declared policy
of the United States "to the fullest extent consistent with their authorii"
under Federal laws administered by them. " Section 7(b) of the Noise Control
Act directs the Administrator of the Federal Aviation Administration to
prescribe such regulations as the FAA may find necessary to provide
for the control and abatement of aircraft noise "in order to afford present
and future relief and protection to the public health and welfare. " (emphasis
added).
By statute it is the FAA which has the responsibility, after consultation
with the Secretary of Transportation and EPA, to prescribe standards for
measuring aircraft noise and for prescribing regulations for the control and
abatement of aircraft noise.
Mr. Chairman, the FAA is taking this Congressional mandate seriously
and is in the process of implementing an aggressive program to control and
abate aircraft noise. As evidence of our resolve to help achieve a better
environment for all Americans, steps have been takenJo_jtouble the size of
the FAA Office of Environmental Quality., In addition, the Administrator has
recently released a draft. FAA Five Year Environmental Program which
defines FAA environmental policy and delineates a five-year program
designated to implement that policy.
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- 2 -
Three parts of our overall noise abatement program relate to the
design and operation of aircraft.
First is the imposition of maximum noise limits for all types of aircraft
to insure that individual aircraft noise levels will not increase as newer,
more powerful aircraft types are designed, and to insure that the best
available noise reduction technology is included in the design of all
new aircraft. In 1969 the FAA promulgated Federal Aviation Reg-
ulation Part 36 which put a lid on the escalation of aircraft noise
levels of new subsonic turbojet transport aircraft. In 1973, Part 36
was amended to include newly produced aircraft, including those of
older designs not previously covered. As you know, we have proposed
a retrofit regulation to cover all large civil transport aircraft,
requiring that older models not previously covered be modified to
lower their noise levels to at least Part 36 limits. That proposal
will be the subject of detailed discussion in a moment. We will soon
promulgate a regulation limiting the noise levels of propeller-driven
airplanes. The final Environmental Impact Statement for this regulatory
action is in the process of being forwarded to the Council on Environ-
mental Quality. We have solicited public reaction to our proposal to
establish noise limits for short haul aircraft, and we are preparing
a proposal for noise limits for civil supersonic aircraft. In this
step-by-step manner, we are setting maximum noise limits for all
categories of civil aircraft.
The second step in our program involves the use of approach and
departure operational procedures which will reduce noise impact
around our airports. The FAA views the control of aircraft noise
through the use of operational procedures to be a promising and
practical means for obtaining early noise relief. We have for many
years been experimenting with takeoff and approach procedures, passive
and dynamic preferential runway procedures, noise abatement routing,
and terminal area handling of aircraft to achieve noise control.
Noise abatement takeoff operating procedures designed to provide
maximum separation between aircraft and the communities over-
flown were developed jointly by FAA and ATA and are now in wide
use.
Noise abatement approach operating procedures developed jointly by
FAA and NASA include a two-segment glide slope which provides
noise reduction by use of lower power settings and higher altitudes
during the initial phase of an approach. A few airlines have been
using two-segment approaches safely and efficiently for over one
year during VFR weather conditions. The joint NASA/FAA research
1U3
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- 3 -
on two-segment approaches has reached the point where in-service
operational implementation is progressing under instrument fligi :
rule (IFR) conditions as well. In fact, a major airline has conducted
in-service operations for NASA with a B-727 aircraft under VFR
and IFR weather conditions. NASA is currently working with United
Air Lines on two-segment approaches utilizing Douglas DC-8 aircraft.
The FAA has recently issued an Advance Notice of Proposed Rule
Making seeking advice and comments on this two segment approach
procedure. I will give you a rundown of the comments received to
date later on.
Another means of maximizing aircraft to ground separation distances
to provide community noise relief is to change allowable minimum
altitudes. The utilization of higher minimum altitudes as a means
of-achieving noise reduction has been implemented and is providing
significant noise relief. An Advisory Circular was published in
August 1972 to deal directly with VFR flight near noise sensitive
areas. This has resulted in pilots making VFR flights near recreational
and park area's, churches, hospitals, schools, and similar areas at
higher altitudes than previously flown and permitted by regulation
in order to reduce aircraft noise impact on the ground.
The third step in our program, oriented more for the future, is the
progressive reduction of present permissible noise levels. We are not
content with present noise levels -- we are striving constantly to
improve the state of the art to lower these noise levels. Part 36 limits
have now been in effect four and one-half years, and we are giving
serious consideration to proposing a lowering of those limits to increase
their stringency. We will of course continue to support effective research
to develop and demonstrate just what future reductions may be feasible.
And so, in brief, this covers that portion of our aircraft noise abatement
program relating to the design and operation of aircraft.
I would like to turn now to a discussion of the retrofitting of the current
commercial jet fleet to meet FAR 36 standards.
The technical development of means for quieting the present fleet has
been underway for more than six years. This joint industry-govern-
ment effort has resulted in the expenditure of well in excess of $100
million. The major steps taken in this program were as follows:
first, an early NASA program provided proof of the technical concept
of using sound-absorbing materials in nacelles, which I shall refer to
as SAM, to control aircraft noise; second, an FAA nacelle jet suppression
and flight test program was conducted; third, feasibility studies and flight
demonstrations were mado, followed by actual certification of the Boeing
727 and 737 and the Douglas DC-D; and, finally, a decision was made that
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- 4 -
we were ready to initiate formal regulatory action as required by
law. On March 27, 1974, a Notice of Proposed Rule Making was
published which, if adopted, will provide the means of assuring
that all currently available acoustic technology is applied to in-
service commercial aircraft. The rule would require that subsonic
turbojet aircraft, having maximum weights of 75,000 pounds or
more, to conform to Part 36 noise levels by not later than July 1,
1978. Behind this proposed rule is our conviction that utili/ing
the technology of sound absorbing material in engine nacelles is
available now for providing additional, significant relief from aircraft
noise.
Before we embarked 'upon this rulemaking procedure, Mr. Chairman,
we had to assure ourselves that the SAM nacelle treatment would
provide meaningful relief, that is, we were looking for a reduction
in noise levels which would be sufficient to significantly reduce annoyance
levels for persons living near airports. I would like to point to three
important items of evidence which in my view go a long way toward
dispelling any doubts that the SAM retrofit program would provide that
meaningful relief.
First, it is a fact that today's airport neighbors notice and appre-
ciate the reduced noise levels of the new wide bodied aircraft.
These aircraft meet the same Part 36 noise levels as the older
aircraft would meet with SAM retrofit.
Second, a joint FAA-Boeing Company project, which culminated in
May 1973 flyover demonstrations for members of Congress and
the public at Dulles International Airport, demonstrated that
takeoff noise reductions of 11 EPNdB and approach noise reductions
of 15 EPNdB were achievable using nacelles quieted with sound
absorbing material on a JT3D powered Boeing 707 aircraft. There
was general agreement among those witnessing the flyovers of a
B-707 treated with sound absorbing material in a configuration capable
of being certificated and a B-707 without such material, that the
noise reduction was highly significant and clearly perceivable. .
Tjurd,__a_NASA_^p_onsored appr_o_ach__noise_sjudy conducted by Professor
Paul N. Borsky_gj the Columbia University Noise Rejga_rgh_ Unit Has
concluded that significant reductions in annoyance resulted from the*use
of exposure to synthesized nacelle treatments equivalent to a JT8D-powered
Boeing B-727 with the SAM treatment as compared to a standard B-727
aircraft. Professor Borsky, of Columbia's School of Public Health,
College of Physicians and Surgeons, is one of the world's leading experts
in assessing community response to aircraft noise. He used test subjects
living in the vicinity of Kennedy International Airport. Significantly,
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- 5 -
there was a 50% reduction in the number of test subjects who had
expressed-highest annoyance to the standard Boeing 727 aircraft
as compared to the acouslicaliy treated 13-727. This 50% reduction
was achieved with a difference of 6 EPNdB between the two aircraft.
We would anticipate a very meaningful response from the 11 EPNdB
takeoff and 15 EPNdB approach reductions for the Boeing 707 mentioned
a few moments ago relative to the Dulles flyover demonstrations.
I would also like to point out that in addition to the SAM retrofit
it is possible to tailor approach and departure procedures to
achieve even greater relief than can be achieved by SAM. The
two-segment approach procedure and a power reduction on takeoff
are examples of procedures we are investigating.
Next I would like to give you a rundown of the comments received
on the fleet retrofit NPRM and the two-segment approach Advance
NPRM. Nearly 600 comments were received on the retrofit NPRM,
of which some 500 were from private citizens or citizen groups.
The overwhelming majority of citizens and citizen groups were for
immediate promulgation of the final rule. With regard to the industry,
the Air Transport Association and commenting air carriers expressed
total opposition to the proposed rule as written. Particular concern
was expressed over the possibility of performance penalties and the
amount of benefit considering the price tag. Regarding the manu-
facturers, the Aerospace Industries Association of America and The
Boeing Company, while not opposing the rule as such, expressed
little enthusiasm and support for an immediate go ahead, while the
Douglas Aircraft Company was firm in its opposition to the rule.
The international carrier community, represented by IATA, and
several foreign governments expressed opposition for several reasons.
A further discussion of the international reaction will be given a little
later.
U. S. Airport Operators, whose jurisdictions are facing a total of
some $4 billion in aircraft noise damage claims, strongly endorsed
and urged immediate adoption of the rule. From this group we heard
from some 2'5 city, county and state airport or transportation authorities
plus the airport operator associations.
Private aircraft owners and operators did not, in general, support the
rule, expressed doubt that SAM would produce appreciable relief and
expressed concern over the program's expense.
We also heard from 1he Department of State, which expressed concern
over unilateral U. S. action, and the Environmental Protection Agency,
which concluded lhat the proposed regulation represents a substantial
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- 6 -
By the way, with regard to comments received on the two-segment
approach Advance NPRM, the line-up was roughly the same. Private
citizens, citizen groups, city governments and airport operators
favored adoption of the two-segment approach. Those opposed included
ALPA, AOPA, NBAA and the International interests. Those
expressing strong reservations were ATA, Boeing and GAMA.
There are two basic problem areas associated with putting the
retrofit rule into effect, namely, the international implications
of the rule and the problem of how the retrofit program should be
financed. I would now like to discuss two problem areas.
The retrofit NPRM applies not only to U. S. registered aircraft,
but also to foreign civil subsonic turbojet powered aircraft of
75,000 pounds or more that land or takeoff in the United States.
The inclusion of foreign civil aircraft was considered essential
because the airports having the most serious noise problems
are generally those served most frequently by foreign operators.
The bulk of the comments received from the international community
took strong exception to the proposed rule on the basis that it
amounted to unilateral action in an area which ICAO should
coordinate. The Department of State expressed concern over
possible proliferation of conflicting standards affecting international
civil aviation if the United States took unilateral action without
either reaching agreement through ICAO, or at least by
coordinating plans with other major civil avation countries.
The international problems associated with the rule are difficult,
but their impact has not been ignored. In fact, last month Admin-
istrator Butterfield met in Montreal with ICAO President Binaghi,
the Secretary General of ICAO, a number of the members of the
Secretariat, Council members and Air Navigation Commissioners.
The Administrator made it clear to Dr. Binaghi that it was not
the desire of FAA to act unilaterally and that we continued to support
a multilateral approach. He did not, however, commit the United
States to multilateral agreement with respect to the retrofit
requirement because we are still considering foreign aircraft operating
into the United States for inclusion in our aircraft noise reduction
actions. We are hopeful that our actions in this area will stimulate
multilateral action similar to the multilateral action which followed
the issuance of Part 36.
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- 8 -
a decision at this time to proceed with regulatory action. Assuming
that all objectives of the refan program would be achieved, the cost-
effectiveness picture, in our view, will be unchanged.
In considering the relative merit's of SAM versus refan in our rule-
making efforts, we have considered the following factors as being of
primary significance.
First, the SAM modification offers the earliest meaningful relief.
With reference to time, we believe that completion of a refan retrofit
program would be at least three years behind completion of the SAM
retrofit program.
Second, the refan program does not apply to the noisiest aircraft
in the fleet, the JT3D-powered Boeing 707 and Douglas DC-8.
.Third, refan represents at best a promise of future relief since
the present program is limited to flight testing of the Douglas DC-9
and ground testing of the Boeing 727. No work is presently being
done with the JT8D-powered Boeing 737. Work on the B-737
terminated with the Phase I design effort. Additional work and
funding would be required for the refanned B-737 to be a candidate
for any future rulemaking.
Fourth, the refan program is considerably more costly than the SAM
retrofit program. For example, the SAM retrofit of the entire fleet
is estimated to cost approximately $600 to $700 million for investment
with total program cost over the remaining life of the modified aircraft
approaching $1 billion . In comparison, the combination program of
using refan for JT8D-powered aircraft and the use of SAM for JT3D-
powered aircraft would cost approximately $2. 8 billion for investment
with total program cost of $5 billion. In terms of one aircraft, the
Boeing 727, the cost of refanning would be roughly eight to ten times
the cost of using the SAM retrofit. The B-727 with the SAM modifi-
cation provides the same noise reduction on approach as the refanned
B-727.
The relative cost-effectiveness of the two aircraft modification
programs has, as you know, been a part of our 23 U. S. airport
analysis. This effort, begun some time ago, provides the DOT/FAA
with information needed to evaluate a wide range of aircraft and
airport noise abatement alternatives. We have completed this 23-
airport study, and the cost-effective results have not changed
substantially from those reported to you last December on the basis
of the first six airports.
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- 9 -
These results are presented in terms of (1) airport neighbors
subjected to two levels of noise exposure, (2) land areas around the
23 airports impacted by airport noise, and (3) effective changes in
the noise exposure index. All of these indicators provide the same
conclusions: first, the SAM program is significantly more cost-
effective than the potential SAM/Refan program; and, second,
effectiveness will be obtained earlier with the SAM program.
For example, with respect to the people removed from the noise
exposure areas of NEF 30 and NEB' 40, and looking forward to 1987,
the end period of the study, we find that for an expenditure of
$1 billion for SAM, we remove 125,000 of the 300,000 people that
would be residing in the NEF 40 area. For an expenditure of
$5 billion for refanning the JT8D and SAMming the JT3D, 220,000
people would be removed. An additional expenditure of $4 billion
dollars for the refan/SAM program would remove 95,000 people
from the NEF 40 area. In the NEF 30 contour, the $1 billion SAM
program will remove 600,000 of the 2, 700,000 people, whereas
the $5 billion" refan/SAM program will remove 1,900,000 people.
In brief, the results of this study are consistent with our earlier
conclusion that the action proposed in our Notice of Proposed Rule
Making on March 27, 1974, will provide the earliest meaningful relief
to airport neighbors through a program which is technologically available
and economically reasonable. I am submitting a detailed Information
Brief describing the results of this study for the record, Mr. Chairman.
And, Mr. Foster is prepared to provide a brief summary of this study
if you desire.
With regard to the goal of 10 EPNdB reduction per decade identified in the
CARD study, we feel that for this first decade we will be able to achieve the
goal, generally speaking. Looking ahead to the next and succeeding decades,
however, we are reaching the point of diminishing returns with forseeable
technology. We will continue to assess developing noise reduction technology
with the idea of keeping our regulatory program apace.
In concluding, I would like to make the following remarks.
Noise is a major problem impeding further growth of the air
transportation industry. Aircraft noise has brought increased
pressure to limit flight operations and restrict flight paths as
well as to impose night curfews. Airport operators are faced
with aircraft noise related suits involving potential multimillion
dollar judgments.
11*9
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- 10 -
Congress recognized this serious impediment to air transportation
industry growth and the serious implications regarding the health
and welfare of the Nation's population when it passed the Noise
Control Act of 1972.
We have developed a retrofit program which offers great promise
of the earliest relief which Congress mandated be afforded. There
has been some concern expressed by Congressional Commitees about
our moving ahead with the retrofit rule prior to obtaining the final
results of the refan test to be completed next year. We of course
fully appreciate these views, and before publishing a final rule we
will present to those committees our reasons for moving forward.
We feel confident that we will have their support for any action that
we take to advance our noise abatement program in a cost-effective
way. Our present posture is to continue with the regulatory process
to work toward a resolution of the difficult problems associated with
the proposed rule, such as the financing and international aspects.
Only when we are satisfied that we have solved these problems will
we be in a position to make a final decision on the rule.
Thank you for your attention to this rather lengthy testimony,
Mr. Chairman. I and my associates are available to answer
any questions you may have.
150
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DOD/ONA AIRCRAFT NOISE PROGRAMS
151
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Tie DOT has university grants ror fundamental studies in noise
upprcssion. These studies are briefly described with funding
"idicatcd.
. University of Southern California Contract
DOT-OS-0000-2
Title: Modeling Jet Noise •
An. cxtreir.cly elaborate and quiet facility has been constructed to
isolate the jet noise sources. The elimination of upstrean and
1 outside noise contamination will allow for accurate measure of
the noise from the jet alone by use of a sophisticated noise
collection reflector-microphone combination connected to a
traversing device. The sources or distribution contributing to
the overall jet noise is thus determined. Die large scale
structive of jet turbulence is being investigated as'a possible
major contributor to jet noise.
FY 74 FY 75 FY 76
75 75 50 ' 50
2. University of Syracuse New York Contract
DOT-OS-20094
Title: Noise Reduction from Supersonic Jet Flow with Co-axial Jets
The objective of this program is to study the mechanism of jet
noise reduction in co-axial jets when the individual jets are
operating under unique conditions that lead to a strong shock
formation and hence to subsonic flow conditi07is a small distance
outside the nozzle exit. Under these conditions the jet noise is
significantly-reduced below that condition of operation that does
not form into a strong coalesced shock, 'flic specific objectives
will be to (1) verify the existence of the nin:ri~ noise ccr.-iiticn
for larger jets and to stuay the scaling lav.s (2~) establish tne
effects of temperature on noise reduction for co-axial jets." (3)
study these phenomena with 2 and 5 co-axial elements.
Funding:
FY 75 FY 74 FY 75
75 75 75
152
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3. California Institute of Technology Contract
DOT-iDS-20197
Title: Jet Combustion Noise
The purpose of this study is to investigate experimentally and
theoretically the noise generated by combustion inhcmcgcneities
as they pass through nozzles or turbine buckets. Theoretically,
it has been shown that a pressure disturbance gets ar.Dlified on
passing through a nozzle, likewise a temperature oscillation in
the chamber leads to noise generation and it to get', amplified on
passing through a nozzle or turbine. These factors will be
studied.
Funding:
FY 73 ' FY 74 -FY 75
147 50 50
4. Massachusetts Institute of Technology Contract
DOT-OS-30011
Title: Acoustic Material Research
The purpose of this study is to determine the characteristics of
acoustic liners in duct that have an added ir.echarical inertance
that acts to lower the natural frequencies of Helmholtz resonators
with a given backing dept thus allowing for the absorption of low
frequency acoustic energy in the duct. This development is
important for application to problems involving the reduction of
low frequency noise from fans and combustion.
FY 74 FY 75
33 35 35
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5. The University of Texas c;t Austin Contract
DOT-OS-4117
Title: Effects of Non-Linearity on Jet Noise Propagation
The purpose of this contract is to study the non-linearity effects
in the propagation of intense noise. Non-linearity causes an
increased attenuation of the noise, a spectral redistribution of
the energy and decreased cross correlation between the source and-
receiver waveforms. The question is pcr-cd as vh.cth.cr these
effects are important for jet noise propagation. Specific work
will include conversion of the already existing plan wave analysis
into a spherical spreading one; use of the modified analysis to
predict the propagation distortion for noise from an actual
intense jet noise source.
Funding: .
FY 74 . FY 75
18 20
6. North Carolina State University Contract
DOT-OS-40056
Title: On the Origin of Combustion Generated Noise
The objectives of the program is to present a theory capable of
explaining the observed characteristics of combustion noise whose
validity does not hinge on the assumptions employed and on the
particular situation considered. Starting frcm the exact multi-
fluid equations of a reacting gas mixture, the mechanism of
combustion generated noise for open and confined flames is
identified. The derivation parallels the procedure employed by
Lighthill and Curie and does not depend on simplifying assumptions,
It is shown that the pressure fluctuation is a sun of two terms.
The first is proportioned to the overall density fluctuation and
the second is a linear comination of the density fluctuations of
the various species. At present, reliable estimate of combustion
noise can not be made, a complete understanding of the problem
requires first the identification of the sources of the noire due
to combustion and scaling laws and effects of confinement on the
propagation.
Funding:
FY 74 FY 75 FY 76
25 30 25
151*
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At. (.,.'< •ln.t'.MiL 1
General );j.ectr:c Company
Contract IXJf-Or,-30U:>l
Title: High Velocity Jet Noise Source Location and Reduction i'rorraia
The overall objective is to investigate the premising supp; t'.-.sion con-
cepts lii.it v.'i.iJ 10.iiiJ t in the greatest noise suppression '/.iii: the least.
clcgraclai ion OL perConr.-nco o\/er i'Jigiit .'•• peed iv.i.;'-•:; of inl • : (.•••-;: lor tlio
potent jal types el." engine cycles. TL(.- rh.eoret ica'• i:r,Jcj-r.tt.r,.;i.-;;'. of"
these no re ccr.nJcx nozzle co.ncoi«ts prr/eiit.-: a p'_at ch,illcb,' and is a
fuiivl;j:;ontal p::rt ci the cbjc.ct.ivc 01 thi:> j)ro^r^.;.
Tne clotaijcd in'.'cstigation OJ" the basic jjhcnurr.ei'a v.hich aiit'C/c t;:c
source jocatieri.'., source strength, and r.^ire rc-fircricn pott-m^ai of
hifj\ \v](;cit)' ji':t noise is ciicctcd \uwarcs the j'oJlo'.vJn^ prcf.ra;?.
objectives:
o Investigation of the aercdynariic and acoustic rceehanis.Tis of
various jet noise suppressors i'or subsoulc and supersonic
•jets, including scaling effects.
o Analytical and experimental studies of the acoustic source
distribution, in such suppressors, including identification
of source location, nature and strength, arid noise reduction
potential.
o Investigation of inflight effects on the aerodynamic and
acoustic performance of these suppressors.
The results of those investigations will lead to the preparation of a
pro-.; -Ction guide report for predicting the overall characteristics of
,.,.-• ,..-,ccr concepts, i.e., for r.odcls, full scale static, ar/1 inflight
(.<.:. Aliens, as v/ell as a quantitative a::d qualitative analytical pre-
<.'..'.il,,;; of the phenc;::ena involved.
'-- ' 'ri^effort in this prcgr:u;i is organized under the follovring
i .-.i'^r categories:
1a.sk 1 - Activation of Facilities and Validation of Source
Techniques.
ii'-.r--K 2 - llicorctical Hevelopuient'S 'and ]-asic Lxpcrkicnts.
••'•'•K 5 - llxpcriniental Invcstitjation of Siijjpression Principles.
«-•:.•: -1 - Development and l:va]u'iti(;n of Techniijuc':; for "Inrlight"
Iin esti <'..u ion.
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Task 5 - Investigation of "Inflight" Aero-Acoustic Effects on
Suppressed Exhausts.
Task 6 - Preparation of Noise Abatement Nozzle prediction Guide
Report.
Funding and schedule is attached.
156
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DOD AIRCRAFT NOISE PROGRAMS
159
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POD JET EXHAUST NOISE PROGRAMS
Department of Defense
Air Force
SUPERSONIC JET EXHAUST NOISE-
PRESSURE MODEL
Bolt Beranek & Newman Inc.
Contract F33615-71-C-1661
Project 3066, Task 14,
Work Unit 02
7/72 to 6/73
Funds $164,000
The overall objective of this program is to develop the tech-
nology base necessary to significantly reduce aircraft propulsion
system noise with minimum associated performance and weight penal-
ties. The specific technical objectives of this effort are (a) to
assess the- advantages and disadvantages of various competing mathe-
matical models used to explain the supersonic jet noise generation
process with particular emphasis on the Ribncr/Mcccham fluctuating
pressure model; (b) to determine the relative importance of the
various jet noise generation mechanisms for the range of operating
conditions typical of the B-l system; (c) to experimentally demon-
strate the advanced instrumentation techniques required to verify
the accuracy of the Ribner/Meecham fluctuating pressure model.
This program involves a comprehensive investigation of all rel-
evant mechanisms of noise generation and emphasized the interrela-
tionships between acoustics and engine cycles and between acoustics
and exhaust jet aerodynamics. The experimental investigation fea-
tures the use of unique transducers to relate the exhaust fluctua-
ting aerodynamic pressures to the radiated nm'qn. A large-scale,
high temperature (3000° F) free jet facility will be used to con-
duct aero/acoustic experiments. This facility makes it possible to
compile a comprehensive and exhaustive catalog showing the inter-
relationship between nozzle mean and fluctuating aerodynamic and
acousitc properties of supersonic jet exhausts.
SUPERSONIC JET NOISE Project 3066, Task 14,
INVESTIGATION - VELOCITY MODEL Work Unit03
General Electric Funds $16A,000
The overall objective of this program is to develop the tech-
nology to significantly reduce supersonic aircraft propulsion system
noise with minimum associated performance and weight penalties.
Emphasis is placed on afterburning and non-afterburning supersonic
jet exhaust systems with operating conditions typical of supersonic
trams-?'prt (SST) and long range strategic (B-l) aircraft propulsion
systems. The specific technical objective of this research program
is to develop a comprehensive mathematical model capable of pro-
viding aero/acoustic design data to be used in the development of
future supersonic jet exhaust noise suppressors.
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SUPERSONIC JET NOISE Project 3066, Task 14,
INVESTIGATION - DENSITY MODEL Work Unit 04
Lockhead, Georgia Funds $199,000
The overall objective of this program is to develop the technology to
significantly reduce supersonic aircraft propulsion system noise with
minimum associated performance and weight penalties. The specific technical
objectives of this program are to numerically solve the applicable turbulence
and acoustic theories which describe jet noise generation and radiation for
the subsonic and fully-expanded supersonic flow regime and to measure the
necessary turbulence and acoustic parameters in order to verify the-numerical
predictions or to supply data to the turbulence/noise theories as necessary.
GENERAL ELECTRIC/LOCKHEED
Contract DOT-AS-20099 / AF Contracts F33615-73-C-203 1/2
Title: Supersonic Jet Noise (Analytical Model)
The overall objective of this program is to develop a fundamental
understanding of the mechanisms of jet noise generation. This phase of the
work is limited to sound single nozzles in contrast to the complex nozzle
configurations of suppressor types. The specific technical objectives are to
numerically solve the applicable turbulence and acoustic theories which describe
jet noise generation and radiation for the subsonic and fulty-expanded supersonic
flow regime and to measure the necessary turbulence and acoustic parameters in
order to verify the numerical prediction or to supply data to the turbulence/
noise theories, as necessary. The program comprised of an experimental and
theoretical effort to predict noise from subsonce and supersonic jets with
particular emphasis on the turbulent mixing region. Development of promising
optical techniques to measure necessary turbulence spectra intensity, and scales
is also included. The objectives are inteded to lead to a unified theory of jet
noise. The work will be performed in four phases:
Phase I - Through review of competing mathematical models.
Phase II - Detailed investigation - relate flow field to acoustic.
Phase III - Investigate effects of upstream perturbations.
Phase IV - Correlation of all results into unified theory.
Contracts are with Lockheed Georgia and General Electric in Cincinnati.
This work was started in 1971 and will be completed in March 1975. Total
funding by DOT is 1.3 million in the following schedule of expenditure.
FY-73 FY-74 FY-75
DOT 425,000 625,000 250,000
DOD/Air Force 125,000 205,000 60,000
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JET NOISE REDUCTION FOR MILITARY Project 3066, Task 14,
RECONNAISSANCE/SURVEILLANCE AIR- Work Unit 005
CRAFT
Bell Aerospace Corporation
The objective of this program is to evaluate and experimentally
demonstrate a unique quiet propulsion concept for advanced quiet aircraft
systems. The performance and acoustic characteristics of the total propulsion
system will be assessed under this effort.
POD AIRFLOW SURFACE INTERACTION PROGRAMS
Department of Defense DF032080
Air Force • Contract AF-AFOSR-2068-71
NOISE CONTROL BY LIQUID VAPORIZATION 7/73 to 6/74
California Institute of Technology Funds $31,220
School of Engineering
Strategic bombardment, tactical operations, and logistic support
are AF functions which require the use of high performance flight vehicles.
The operation of such vehicles produces intense noise from sources associated
with propulsion systems. Because of a lack of a basic understanding of the
physical behavior of sound and the interaction of sound with the fluid medium
it is traveling through, rational noise control and avoidance is difficult. This
noise can cause degradation in human performance, reduced reliability of
structural and equipment subsystems and increased maintenance. The proposed
research will investigate the behavior of high intensity sound as it interacts
with liquid droplets. Specifically, an analysis will be made of nonlinear
acoustic disturbances in a heterogeneous gas-liquid mixture where transition
between the two phases constitutes an important element of the problem.
Particular stress will be given to the wave steepening beyond the plane of
generation, to the attenuation of duct modes and to the effect of phase change
attenuation on acoustic fields resulting from gas-dynamic interaction with
sharp edges.
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AERODYNAMICALLY GENERATED SOUND
University of Toronto
Project 9781,
Work Unit 001
Task 02
This research is directed toward developing a comprehensive
generation
convection, re-
being conducted in
physical model of jet noise which cover
fraction, and spectrum properties. Research s
the areas of aerodynamically generated sound and subsonic acrodynam-
-•__ -r.. _u- ---- ~r. ----- .1 _,__ ,r_ -i •,____.__ projocts are "being conducted:
ics. In the area of sound the
following
(a) correlation of sound with hot wire measurements in
a jet. A direct correlation between the turbulence
(the cause) and the sound (the effect) is being
attempted,
(b) shielding flap scheme of jet noise suppression
The effectiveness of a wing as a shield for jet
noise is being examined experimentally.
(c) wind noise in vehicles. An experimen is being
conducted to determine the relation between the
jet flow over a cavity and the noise generated
by the flow,
(d) model of Mach wave noise emanating from the lip
of a supersonic jet. A mathematical analysis
is being made to delineate the mechanisms of
noise gt:iieictLioii of a
(e) extenden near-field concept for sonic boom
alleviation. The possibility of delaying the
transition of the near field signature to the
far field pressure signature is being examined.
In the area of subsonic aerodynamics the lift
distribution and moment of a wing cutting
obliquely through a simulated trailing-vortex of
another airplane is being determined.
Department of Defense
Air Force
DYNAMICS OF VORTICES AMD SHOCK-
WAVES IN NONUN1FORM MEDIA
California Institute of Technology
School of Engineering
DF032500
Contract AF-AFOSR-2092-71
Project 9781, Task 02
7/73 to 6/74
Funds $40,900
Aircraft operations in all flight .regimes involve vortices in
flow field and wakes. The behavior of vortices has profound influ-
ence on aerodynamic forces and the trailing vortices are the crucial
phenomenon in the notorious aircraft wake turbulence hazard. This
effort has made significant progress in theoretical understanding of
vortex motion. The current effort will extend this work to consider
the influence of various nonlinearitics 'in the equations of motion.
Also, water tunnel experiments will be performed in which the de-
tailed structure of trailing vortices behind lifting surfaces will be
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studied by means of a laser dopplcr vclocimctcr. The Shockwave
aspects of the past research will also be continued with an ex-
perimental investigation of focusscd Shockwave propagation through
the focal point. The Shockwave effort is relevant to improved
understanding of super boons. It is hoped that the experiments
will suggest possible simplifications to the analytical models for
focussed Shockwaves. .....
Department of Defense
•Air Force
THEORETICAL AND EXPERIMENTAL
INVESTIGATIONS IN HIGH SPEED
AEORDYNAMICS
Cornell University
School of Engineering
DF001060
Contract
F44620-69rC-0063
Code AA
7/73 to 6/74
Funds $165,925
Weapons delivery superiority requires continual refinements in
aircraft and missiles. More complete knowledge of aerodynamics is
critical to such refinements. This is a broad program of research
in aerodynamics, with relevance to low speed performance of tacti-
cal aircraft, aerodynamic noise and sonic boom minimization, aero-
dynamic optimization of aircraft, and high altitude hypersonic
flight. Problems are being studied in die areas of boundary layer
flows, including unsteady boundary layer separation and flows with
variable viscosity - cas dynamics, including fluid dynamic processes
in gas laser, blast wave experiments, and rarefied hypersonic
leading edge flow - aerodynamic noise, including non-uniform cascade
theory, non-uniform flow over blunt bodies and propagation of non-
linear waves - supersonic drag with emphasis on analytical tech-
niques for positioning of nacelles and stores for an overall op-
timum area-rule shaping.
Department of Defense
Navyy
TIP &c
TIP fiORTEX EFFECTS IN ROTARY-
WING AERODYNAMICS
Sage Action Incorporated
DN223260
Contract N00014-72-C-0200
7/72 to 6/73
Funds $48,116
k* \*T O fc^ JL. \S J~ \^ 41 t V* fc fc » I WJ *~f J— *«- ^^ » » W A. VX *- ^- J-. t_ i L W- W -4- I ' » >. _ fc- -fc- * fc •• —_ -•- —- » f i_^ ^.t *h.lt.l-l.L.tI V^. Vi * J. A.
this exploratory effort is successful, .:n extremely useful technique
will be available for solution of severe rotary-wing aerodynamic,
structural, and noise pronlems.
The total flowfield including the Lip vortex of a model rotor
blade will be investigated by means of .in advanced helium bubble
flow visualization technique. Toclinicii-;s to reduce the blade vortex
interference effects will be evaluated. The new idea in this re-
search of examining the interference of a tip vortex from a pro-
ceeding blade by means of a socond blau. positioned upstream in a
wind tunnel should reveal for the first time the. violent changes in
angle of attack and stall in the interference, region.
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Department of Defense
Army
GLARE AND NOISE REDUCTION
OF HELICOPTER ROTOR BLADES
.McCoy Electronic Corporation
DAOK3720
Contract DMK02-72-C-0623
7/72 to 6/73
Funds $25,000
To develop various materials and compositions capable of re-
ducing the glint, glare, and noise from helicopter rotor blades
without impairing lift or increasing weight or drag.
Task envisions the making of a working model rotor blade upon
which an acoustic surface wave will be generated by means of metal
electrode transducer excited by the acoustic bulk-waves from
piezoelectric vibrators (i.e. quartz crystals). The generated
acoustic surface wave will then be propagated along a thin piezo-
electric sheets which when lead-phase should regulate the movement
of the bound-vortex layer of air increasing the rotor blades lift
while simulataneoulsy reducing the glint and glare. In addition,
possible method of noise reduction via bow wave extension and
creation of a potential gradient across the airfoil will be in-
cluded in the model, but not be capable of demonstration.
Department of Defense
Army
UNSTEADY AERODYNAMICS OF BLADE-
VORTEX INTERACTION 6495-E
Massachusetts Institute of
Technology
School of Engineering
DAOB9173
Contract DA-31-124-ARC(D)-471
Code RB
7/73 to 6/74
Funds Unknown
To study the unsteady aerodynamic mechanisms responsible for
helicopter noise. Improved understanding of the aerodynamic noise
generation of a helicopter could lead to new methods of improving
the aerodynamic performance and decreasing the amount of noise
generated by helicopters. Both arc of vital importance in improving
the usefulness of the helicopter for army missions.
Approach - work will begin with simpler two-dimensional models
and will be extended to an exact treatment of the three-dimension-
al problem in both steady and unsteady flow. The treatment will be
concerned primarily with inviscid flow; however, an investigation
of the effects of viscosity will be included in determining the
vortex curve boundaries. The approach, while numerical in character,
may be described as exact in the sense that true boundary locations
will be accounted for and the exact solution will be obtained as
the computational network is refined.
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Department of Defense
Army
INVESTIGATION OF NOISE GENERATION
ON A HOVERING ROTOR 3704-RN-8704
Boeing Company
DAOC9091
Contract DAHC04-69-0087
7/72 to 6/73
Funds Unknown
To define the noise field generated by a rotor. Investigation
of noise generation of a helicopter rotor is important for the
Army's effort to make its helicopters less noisy for more effective
field operations. This research is important to the Army in that
it represents a long range effort to reduce Army aircraft detection
time.
Noise level tests and vortex visualization tests will be made
with a set of rotor blades mounted on a whirl tower. Smoke genera-
tion in the blade and high speed motion picture photography will be
employed for vortex visualization tests. Near and far field acous-
tical data will be collected. Following data reduction, an analysis
will be made of the relative levels and frequency distributions
of rotational noise, vortex noise and of any blade slap noise that
might occur during tests. The relative positions of smoke will be
evaluated at the points where the noise is generated as determined
from acoustical measurements.
DOD ROTATING MC11ERY NOISE PROGRAMS
Department of Defense
Air Force
INSTABILITY AND NOISE GENERATION
AIR-BREATHING PROPULSION SYSTEMS
Ultrasysterns Incorporated
IN
DF032400
Contract F44620-71-C-0104
7/73 to 6/74
Funds $37,661
Effective weapon delivery, defense, reconnaissance, and trans-
port vehicles require propulsion systems with stable operating
characteristics and minimal noise levels. Results obtained from
this research will aid in understanding and controlling combustion
instability in air-breathing main and auxilliary combustors, in
providing guidelines and techniques for modifying the combustion
processes for minimum noise levels, and in establishing criteria
for engine design, development, and control. This research en-
compasses studies of fundamental physical mechanisms driving com-
bustion instability, of mechanisms by which combustion affects the
general sound field surrounding an engine, and of coupling between
these mechanisms and the combustor operating conditions. Included
will be studies of the detailed phenomenological processes which de-
termine the nature of the interactions of initially small disturb-
ances anddiscrete, discernible combustion zones existing in the"
combustor,, Existing contractor chemical and fluid mechanical
computer programs will be used in conjunction with data and qual-
itative observations obtained from laboratory experiments.
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Particular emphasis will be placed on fundamental fluid mechanics
and combustion of vortex stabilized combustors, e.g., V-gutter and
dump combustors. A computer model of these processes will be for-
mulated, validated by experiment, and used as the basis for dc- .
veloping a combustor stability prediction program based on com-
bustor geometry and operating conditions. Dominant modes of in-
stability will be predicted and recommendations made, concerning
effectiveness of stabilizing measures„ Mechanisms by which com-
bustion affects the general sound field surrounding an engine will
also be investigated and guiedlincs provided for modifying the
combustion processes to obtain minimum noise levels.
Department of Defense
Air Force
COMBUSTION GENERATED IN
TURBO-PROPULSION SYSTEMS
Georgia Institute of Technology
School of Aerospace Engineering
DF034900
Contract AF-AFOSR-2365-72
7/72 to 6/73
Funds $24,200
For specific missions involving weapon delivery and defense,
transport, reconnaissance and rescue, andvanced efficient air-
breathing and hybrid engines are required with minimal noise emis-
sion levels to deter detection and avoid aircraft component damage
and reduced efficiency of and hazard to ground and flight person-
nel. Also to maintain environmental pollution within tolerable
limits it is mandatory that aircraft noise emissions be minimized.
This research on fundamental physical mechanisms and processes in-
volved in combustion noise production and transmission in primary
and augmentor air-braathing combustors will aid in providing guide-
lines and techniques for modifying the combustion process for
minimal noise output and development of effective combustor noise
suppressing devices for these advanced engines„ This program
encompasses theoretical and experimental studies directed toward
isolating the origins and transmission of combustion noise in turbo-
propulsion combustors. Included will be studies of various aspects
of free flane, flamcholdcr flame, and primary combustor can combus-
tion noise. Sound power output, spectral content and directionalitv
characteristics will be determined. Scaling rules eill be generated
and compared with various theoretical approaches to the problem.
Diagnostic emission measurements will be made to isolate
of combustion noise. Theoretical acoustics will be used
origin
the problems of sound radiation from afterburner and
busors to the surrounding atmosphere.
the
to solve
primary com-
NOISE GENERATION BY A TRANSONIC
COMPR1
ROW
Cornell Aeronautical Laboratory Inc.
Project 9781,
Work Unit 003
Task 02,
The Air Force is presently and will continue to be in the
foreseeable future a large user of high subsonic jet aircraft. The
principal means of propulsion of such aircraft is the high bypass-
ratio turbofan engine. An undesirably byproduct of these engines is
167
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the generation of noise which causes such adverse effects as de-
gradation in human performance, reduced reliability of structural
and equipment subsystmes, and increased maintenance cost. The
design of vehicle parts and soundproofing which alleviate these
effects requires accurate definition of the intensity and occur-
ence of the noise. In 'order to partially fulfill this requirement
a theoretical study of the problem of fan-noise generation in a
high bypass-ratio turbofan engine is being made. The main emphasis
in this study is the noise aspects of the three-dimensional, tran-
sonic flow through a single blade row. A linear acoustic' theory
for the case of non-lifting blades is being applied to the problem
of noise generation. An effort is being made to extend the- theory
to lifting blades and to examine the effect of more realistic duct
geometries.
HIGH INTENSITY SOUND Project 9781, Task 02,
University of Texas ' Work Unit 002
This research is concerned with investigating the behavior of
high-intensity sound and applying the understanding gained to prob-
lems of interest to technology such as sonic boom, propagation of
intense noise from jet engine compressors, underwater propagation,
etc. This a theoretical and experimental effort on high-intensity
sound and its interaction with a real media. The purpose of the
work is to study the phenomena that distinguish nonlinear acoustics
from linear acoustics and to apply the knowledge gained to physical
problems. Specific topics being studied are:
(a) stability of the acoustic boundary layer. The
object is to predict the threshold at which a
transition from laminar to turbulent flow takes
place. The frequency dependence of this threshold
is of particular interest.
(b) standing waves of finite amplitude. Chester's
theoretical predictions are being checked
by experiments.
(c) quasi-plane-wave mode for finite-amplitude waves
in a tube. Experimental tests are being conducted
to check past theoretical solutions.
(d) finite-amplitude waves in relaxing media.
(e) electrical transmission-line analogs of acoustical
propagation problems, such as progressive waves in
relaxing media, randomly in homogeneous, turbulent
media, or nonlinear media.
168
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causes of suppression of such noise. The study seeks quantitative
descriptions of the driving mechanisms as well as methods of pre-
dicting and minimizing such noise.
Special instrumentation will be utilized in conjunction with
an ancchoic chamber and a combustion rig to conduct diagnostic
measurements designed to elucidate sources of sound in a combustor-
jct combination, to measure effects of controlled changes and to
observe relationships between flow pattern and noise characteristics
Concurrent theoretical report will involve modeling, and treat noise
generation from turbulent mixing regions, interactions of such
turbulent flow with shock waves and unsteady rough burning p'roccsses
Information will be compared with typical jet engine fireing tests
involving various operating parameters.
Department of Defense
Army
INVESTIGATION OF GEARBOX DESIGN
MODIFICATION FOR REDUCING NOISE,
ARMY AIRCRAFT TRANSMISSION SYSTEMS
Mechanical Technology Inc.
DAOC4046
Contract DAAJ02-72-0040
7/73 to 6/74
Funds $26,456
The objective of this program is to identify practical gearbox
design modifications which will help alleviate the gearbox noise
problem in the CH-47 transmission,, In addition, analytical methods
fur jJieuic Ling and reducing vearbox noise sideuciads will be de-
veloped to permit design analysis of this significant noise source.
Select component modifications, based on Contract DAAJ02-70-C-
0035, to be investigated for noise attenuation in the CII-47 heli-
copter transmission. Perform vibration calculations so that can-
didate configuration is optimized from the standpoint of noise and
vibration reduction. Identify modifications having greatest noise
reduction potential^ Utilizing test results obtained under Contract
DAAJ02-71-C-0020. Determine the mcchnamisms producing planet-pass
sidebands and then modify existing computer programs accoudingly to
develop analytical methods to reduce sideband amplitudes.
COMPUTERIZED PROCEDURE TO ASSESS
TURBINE ENGINE PERFORMANCE/NOISE
TRADES
Project 3066,
Work Unit 06
Task 14,
The objective of this program is to develop an effective design
procedure relating aircraft engine performance and noise. The
specific technical objectives of this program arc: (a) to develop
effective unistallod engine noise prediction methods applicable
to current and future gas turbine engines, (b) to develop technique;
for the prediction on last.ailed engine noise levels including the
effects of special noise reduction devices, and (c) to develop
methods to asscxs propulsion performance and weight penalties as
a function of noise level reduction.
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POD DUCT ACOUSTICS AND SUPRESSION PROGRAMS
SOUND TRANSMISSION THROUGH DUCTS Project 3066, Task 14,
Work Unit 09 (AF)
The purpose of this effort is to develop a numerical procedure
to predict the effects of engine ducting on soung propagation. The
specific technical objectives of the effort are to review existing
theoretical and empirical methods for the prediction of sound
propagation through and radiation from ducts and to develop a uni-
fied general theory based on this rcviev;. This prediction theory
will then be incorporated into a general computerized procedure to
assess turbine engine noise/performance trades.
Department of Defense DAOC4924
Army Contract DAAD05-72-C-0175
DEVELOPMENT OF NOISE 7/73 to 6/74
ATTENUATING SUBSTANCE Funds $19,950
Lehegh University
To develop a paint-like substance which will damp thin panel
vibration
A L^tcx substsp.ce consisting of f-.wo lavors- a viscoclastic
latexIPN undercoating having damping capabilities at the temperature
and frequency range of interest and a reinforced plastic constraining
layer which has a high modulus. Steel tests panels will be coated,
evaluated, and compared to commercial materials at frequent inter-
vals. The best paint will be recommended for army use on material
where personnel are exposed.
POD STRUCTURAL RESPONSE ACT INTERIOR NOISE PROGRAMS
Department of Defense DAOD4751
Army 7/72 to 6/73
STRUCTURAL MATERIALS WITH DAMPING Funds Unknown
CHARACTERISTICS FOR APPLICATION TO
HELICOPTERS
U.S. Army
The objective is to produce a material that can be used to
dampen noise in helicopters (engine mounts, driveshafts, honey-
cobb linings).
Titanium-nickel alloys in the 50-50 range will be fabrication
and tested to determine their yield strength and damping capacity.
Acoustical attenuation as a function of frequency (0-20 percent)
and temperature (-60 degrees centigrade to 100 degrcod ccMitigi dc)
will be measured and by alloying or heat treatment the. yield
strength and damping characteristics will be optimised. X-ray
studies will be made to correlate the lattice arrangement with
the damping characteristics and yield strength„
170
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DOD FLIGHT AND INSTALLATION EFFECTS PROGRAMS
Department of Defense
Army
ANALYTICAL STUDIES OF HELICOPTER
ROTOR BROADBAND NOISE GENERATION
10299-E
Sikorsky Aircraft
DAOD89S2
Contract DAHC04-72-C-0040
7/73 to 6/74
Funds $33,861
An analytical study will be made to establish a closed form
solution for predicting the broadband noise intensity radiated by
helicopter rotors. This research sould develop techniques which
will reduce the aerodynamically generated noise made by helicopters.
Experimental studies will be made of isolated airfoils in an
existing acoustic-wind tunnel. The data obtained and. other existing
data will be statistically analyzed to provide an empirical equation
which will then serve as a measure by which the validity of the
theoretical equation will be examined.
Department of Defense
Army
STUDIES IN LOW SPEED FLIGHT 10233-E
Georgia Insitute of Technology
c > . - •» ~ f » - -- — — - T-> — -• •
OCnuux uj. rvci o^pu.v^u i-iiijjO-in-cijL J-ng,
DAOD9005
Contract DA-ARO(D)-31-124-
71-G-17
7/72 to 6/73
T>,,~Ar* nnn
Investigation of problems associated with low speed flight of
helicopters, such as the hovering rotors, vortex wake, blade slap
noise, rotor flutter, and the instability of tcnsioned sheets with
cutouts. The Army helicopter program has a definite need to im-
prove the capability of its helicopters to hover near the ground so
as to take off and land precisely at a surface location with maximum
payload. The present vortex wake and rotor flutter of the vehicle
interferes with ground personnel as well as reduces the payload
capability of the behicle. Blade slap noise alerts the enemy to
the helicopter's presence and must be reduced significantly to im-
prove the element of tactical surprise.
(a) develop a method for calculating vortex wakes in the hover-
ing performance of multi-bladed helicopter rotors, (b) the inter-
action of the helicopter blade with the vortex field shed from the
preceding blades as a cause of blade slap, (d)
characteristics of the rotor-blade system that
due to the unsteady air loads on the blade, (e)
thin sheets with cutouts and cracks.
the structural dymanic
gives rise to flutter
the instability of
171
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Department of Defense
Army
SYSTEMS STUDY OF HELICOPTER NOISE
REQUIREMENTS 8713-E
Massachusetts Institute of Technology
School of Engineering
Contract DAUC04-69-C-0086
7/72 to 6/73
Funds $73,864
To establish a new methodology for systems analysis which in-
cludes noise criteria and to develop a new wind tunnel facility for
making useful noise measurements on V/STOL aircraft types. It is
important for the Army to reduce the noise levels of its helicopters
so -that the missions of surveillance, reconnaisancc and target
aquisition can be performed better without giving too much warning
of approach to the enemy. The mission accomplishment may still be
performed better if just the right combination of noise reduction
and performance of the helicopter existed. The question that re-
mains unanswered is- What is the most desirable combination of
these parameters so the mission effectiveness will be maximized.
This project is aimed towards answering this question.
The initial system studied will be performed, assessing the
effect of noise' criteria on mission performance. Experimental data
on the noise radiated by helicopter rotors in high forward speed
flight will be obtained. Emphasis will be in determining the effect
of helicopter operating conditions upon the directivity, frequency
content and time signature of the noise.
DOD SOUND PROPAGATION PROGRAMS
NOISE FROM LINEAR ARRAY
OF LARGE TURBOJET ENGINES
AFFDL (In-House)
Project 1471, Task 02,
Work Unit Oil
The purpose of this program is to determine the interaction
effects of multiple turbojet exhaust noise siirces in determining
the near-field acoustic environment. Data were obtained in the
form of sound pressure levels and frequency spectra at various
microphone locations. Analog data were, recorded on tape for later
analysis.
RADIATED NOISE FROM SAILPLANES
AFFDL (In-House)
Project 1471, Task 02,
Work Unit 013
The objective of this effort is to identify the noise associated
with a powerless aircraft and to relate this noise to area and
velocity parameters of the aircraft. The flyby noise from three
sailplanes, Schwci::er 2-32, Schwei/.er 2-33, and Libel la, has been
recorded on tape and one-third octavo and overall bandwidth analyses
obtained. The noise levels from each oi" the sailplanes follows
a sixth power of the velocity and appear to be directly proportion-
al to the turbulent area on the wing. A test report has been pre-
pared which presents the results obtained to date.
172
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Department of Defense
Army
RESEARCH ON HELICOPTER
NOISE 9372-E
Cornell University
School of Engineering
DAOC9164
Contract DAHC04-74-C-0001
7/73 to 6/74
Funds $30,615
To discover, refine aad exploit techniques for the analysis
and predictions of aerodynamic noise, ia particular the noise
produced by helicopters and similar-AIRTR/FT, for the purpose of
finding techniques for reduction of such noise. The successful
field operation of Army helicopters is jeopardized by the noise
environment; in three ways. Helicopter noise increases the vul-
nerability of both the machine and crew to ground fire, distracts
the crew in the performing of their duties, and induces sonic
fatigue in construction elements. Thus, this investigation has
a high degree of. relevance to effective utilization of ror.orcraft
since it will identify noise sources and dcscrebe noise propagation
relative to helicopters.
DOD PROPELLER NOISE PROGRAMS
PROPELLER TECHNOLOGY
Project 3066, Task 12
G-! !•»«•{ •f-ir»ont- r\vr>r>r>11oT- oirof-nm f- r> r« l-i ri i~> 1 i~> m r nrlirQi-ionninnf- TC an
<-"- o'~ --»._.._ t t-• ~ j _* _*_... ,— »,....«. —c-)j . . ^..._ ~_
area of major importance for V/STOL and light aircraft. The pro-
peller technology task consists of three areas:
(a) lightweight propeller and propeller/gearbox.
development;
'b) improvement of propeller aerodynamic per-
formance and analytical prediction tech-
niques;
(c) prediction and reduction of propeller and
gearbox system noise.
More specifically, near term areas of concern are: decreasing
propeller/gearbox system weight through the use of high strength-
to-weight ratio materials and composites; improving propeller sys-
tem performance through the application of cyclic pitch and variable
geometry; improving, basic airfoil design for optimum performance;
determining accurate static thrust prediction methods; improving
noise prediction techniques through improved basic noise source
theory; and improving propeller noise scaling techniques and noise
reduction through utilisation of unique propeller designs based
on noise source theory information.
173
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PROPELLER ACOUSTICS RESEARCH Project 3066, Task 12,
Work Unit 07
The overall objective of this program is to experimentally de-
termine the noise generation, mechanisms for low tip speed propel lei-
airfoils. The specific technical objectives of the effort are:
(a) to determine the relative effects of upstream turbulence,
boundary layer fluctuations and vortex shedding on radiated noise,
and (b) to experimentally verify the theoretical, prediction models
developed under contract F33615-70-C-1135 and presented in AFAPL-
TR-71-55 entitled "Propeller Noise at Low Tip Speeds."
QUIET PROPELLER CONCEPT EVALUATION Project 3066, Task 12,
Work Unit 08
The objective of. this program is to evaluate the noise charac-
teristics of various tail rotor configurations to determine the
noise reduction potential of various new designs. Variables to be
investigated include number of blades, blade to hub phasing angles
and blade length.
LOW NOISE PROPELLER TECHNOLOGY Project 3066, Task 12,
DEMONSTRATION - Work Unit 12
The objective uf Lais exploratory rebeateu program is to de-
velop a reliable design procedure for quiet propellers applicable
to reconnaissance/surveillance aircraft. The specific technical
objectives of this effort arc: (a) to modify existing Air Force
propeller noise prediction computer programs to account for for-
ward flight effects, and (b) to produce a series of design charts
that will be useful in design of future propeller driven quiet air
craft.
174
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NSF PROGRAMS
Note that these are not
discussed in the main text,
175
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National Science Foundation GK-33801
Div. of Engineering 4/72 to 4/73
AN INVESTIGATION OF ACOUSTIC Funds $60,000
FEEDBACK FOR THE REDUCTION OF
JET NOISE . .
University of Michigan
School of Engineering
This project will investigate the part acoustic feedback
(resonance) plays in the generation of noise from supersonic jets
with special consideration given to the possibility of shifting the
frequency of a significant part of the radiated acoustic energy
outside the range of the human ear.
Phase relationships between movements of shock waves and
disturbance created will be determined using ultra-high-speed
Schilieren or shadow-photographs. Local flow properties will be
measured and the sound reflecting and absorbing surfaces in various
geometries will be examined.
National Science Foundation GK-37433
Div. of Engineering 3/73 to 8/74
RESEARCH INITIATION-APPLICATION Funds $17,000
OF UNSTEADY AIRFOIL THEORY
Widener College
Graduate Scuuui
This research project will investigate the pressure fluctua-
tions on blade surfaces of a single stage compressor. In particu-
lar it will be clarified whether the chopping effect of blades
moving at high speeds relative to one another without the presence
of low momentum flow is the predominant source of noise or the
mere interference of blades with flow perturbations.
Experimental tests will be aimed to separate the sources of
pressure fluctuations. Using high response pressure transducers
a quantitative answer of the magnitude of these fluctuations is
to be obtained. An integration of these results over the blade
surface will give answers as th the magnitude of the experienced
lift fluctuations which will then be compared with existing theories.
National Science Foundation GK-5030 A#l
Div. of Engineering 10/71 to 10/72
COMPRESSOR' HOISI-: REDUCTION Funds $19,350
WITH A SONIC INLET
South DakoLa State University
School 01 Arts
The purpose of this investigation is to develop some fundamen-
tal understanding of the aerodynamic-problems associated with the
sonic inlet. Specific emphasis will bo givc>n the the following:
(a) A theoretical and experimental verification of a method for
176
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optimizing the design of center body, (b) Experimental investiga-
tion of the effects of splitters and vortex generators on second-
ary air injections, (c) Verification of the theoretical studies
on shock stability. •
National Science Foundation GK-32544 •-
Div. of Engineering 2/72 to 2/73 .
COMBUSTION GENERATED NOISE Funds $13,950
Georgia Ins to of Technology
School of Aerospace Engineering
A combined experimental-theoretical program will be undertaken
to isolate the origin of combustion generated noise and to dis-
cover appropriate scaling rules associated with this noise.
Primary attention is to be focused on premixcd turbulent flames,
although several aspects of diffusion flame noise will also be
investigated.
An extension of the principal investigator's original theory of
combustion generated noise will be attemped to include the effects
of approach flow turbulence level, directional radiation as caused
by refraction and dipole source effects, and the effects of dif-
fusion flameso Information gained from this analysis will be used
to direct experiments on free flames. An analysis will also be
initiated tc determine t^^ nf-^^r't-c o^~ v^f lor^i'i n^ CUT^V^IPPR on i~ho.
combustion noise source behavior. Suggestions for appropriate ex-
perimental variables will be made to extract the effects of re-
flecting surfaces.
The data ovtained on free flames will be analyzed and compared
with the theory. Correlations will be obtained for sound power
output, directionality, and spectral content. Furthermore, the
relation between the reaction rate fluctuations and the sound power
output will be. determined. An analysis will be completed for the
radiation of noise from a flame-containing enclosure to the sur-
roundings. The modification to sound power output, spectral content
and directionality will be determined as compared with free flame
generated noise.
National Science Foundation GK-34136X
Division of Engineering 5/72 to 3/73
RANDOM VIBRATIONS OF ALMOST Funds $44,900
PERIODIC STRUCTURES
University of Illinois
School of Engineering
The firr,t part of this research will consider the random
variation of periodic units from the designed (or norm) configura-
tion. One objective will be to determine the probability distri~
bution of each natural frequency and the. corresponding normal mode
of the structure from the probability distribution of the varied
geometrical and material parameters. The investigation will then
177
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National Science Foundation Proposal P2K0644
Div. of Engineering FY 72 - 12 months
PREDICTION'AND MEASUREMENT OF ' Funds $37,800
SOUND PROPAGATION IN LINED FLOW
DUCTS
University of Minnesota
The theoretical portion of this project will include the
analysis of two-dimensional steady flow in a porous wall duct and
to initiate a study of acoustic wave propagation in the same por-
ous duct. The experimental portion will include the development
of and the measurement of pressure spectrum in the porous wall
ducts.
178
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M r
.CX /A
FEDERAL SURFACE VEHICLE NOISE RESEARCH,
DEVELOPMENT, AND DEMONSTRATION PROGRAMS
DRAFT REPORT
-------
TABLE CF CONTENTS
1. SUMMARY OF FEDERAL SURFACE VEHICLE RD&D PROGRAMS
2. ZNTRODUCTION
2.1 Background
2.2 Purpose
2.3 Scope
2.4 Surface Vehicle Noise Sources
3. DESCRIPTION OF FEDERAL RD&D PROGRAMS
3.1 DOT Surface Transportation Noise Abatement Programs
3.1.1 Highway Noise Reduction Program
3.1.2 Urban Transportation Systems Noise Reduction Program
3.1.3 Conventional Railroad and Intercity High Speed Systems
Noise Related Programs
3.1.4 References for DOT Surface Transportation Noise
Reduction Program
3.2 DCD Surface Vehicle Noise Control Programs
3.2.1 Conformance with Regulatory Requirements
3.2.2 Vehicle Signature Reduction
3.2.3 Future Objectives of the DOD Noise RD&D Program
3.3 EPA Surface Vehicle Noise RD&D Programs
3.4 U.S.D.A. Surface Vehicle Noise RD&D Programs
3.4.1 Forest Service Programs
3.4.2 Cooperative State Research Service Program
3.5 NSF Surface Vehicle Noise RD&D Studies
3.6 NBS Surface Vehicle Noise RD&D
4. ANALYSIS OF THE FEDERAL SURFACE VEHICLE NOISE RD&D ACTIVITIES
4.1 Highway Vehicle Noise Control Technology RD&D
4.2 Railway Vehicle Noise Control Technology RD&D
4.3 Off-Highway Vehicle Noise Control Technology RD&D
4.4 Systems Studies of Surface Vehicle Noise
4.5 Noise Regulation and Enforcement Research Programs
4.6 Advanced Surface Vehicle Systems Development Programs
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5. APPENDICIES
Appendix A - Surface Vehicle Noise Research Panel Members
Appendix B - Information Requested by EPA on the Federal Noise
RD&D Programs and Projects
Appendix C - Agency Descriptions of the Federal Government's Surface
Vehicle Noise RD&D Activities
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1. SUMMARY
In partial fulfillment of its responsibility for coordinating
Federal noise research, the Environmental Protection Agency has
established an interagency Surface Vehicle Noise Research Panel. The
i
Panel membership included Federal representatives from the Department
of Transportation, the Department of Commerce (National Bureau of
Standards), the Department of Defense, the Department of Housing and
Urban Development and the Environmental Protection Agency. These agencies
sponsor and conduct the vast majority of the surface vehicle noise re-
search, development and demonstration activities in the Federal Govern-
ment. Other Federal agencies known to be sponsoring surface vehicle
noise research are the U. S. Department of Agriculture and the
National Science Foundation. In addition, this Panel has been charged
with the responsibility for addressing the Federal research supporting
land use policies.
The initial task of this panel was to prepare a report on the
Federal Government's surface vehicle noise RD&D and land use related
research activities. This report, however, will only address the Federal
surface vehicle RD&D activities as no Federal research programs reported
were specifically identified with land use. The report reflects the views
of the panel members as experts in the field and does not necessarily
represent the policies or viewpoints of the agencies represented.
Table 1.0 is a summary of the major surface vehicle noise research
programs being sponsored by the Federal Government. The total noise
/
dedicated resources are shown to peak at $3,074,000 in FY 1974. However,
-------
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It should be noted that the resource commitments for FY 1975 are known
to be incomplete and resources allocated to noise for research programs
not dedicated to noise and for DOT inhouse research are not included in
any of the fiscal year data.
The DOT is the principal Federal agency sponsoring surface vehicle
noise RD&D. These activities are primarily concerned with transportation
systems and are associated with three major programs. They are Highway
Noise Reduction, Urban Transportation System Noise Reduction, and
Conventional Railroad and Intercity High Speed Systems. The emphasis in
the noise dedicated research is control of highway noise. The efforts
have concentrated on the control of heavy duty truck and bus noise.
Future research efforts emphasize truck tire and engine mechanical and
combustion noise.
Although the DOT resource allocations to reduce noise from urban
transportation and conventional and highspeed railway transportation
systems are not available, significant noise research efforts are under-
way in these non-noise dedicated programs. The emphasis is in the deve-
lopment of future mass transportation systems. As such, noise is only
one of many factors being considered and is often addressed as a design
specification.
The DOD/Army has two RD&D programs concerned with surface vehicle
noise control. They are the Conformance with Regulatory Requirements
and Vehicle Signature Reduction Programs. These programs are funded by
the U.S. Army Tank Command (TACOM) and address highway and off-highway
military vehicles. The Conformance with Regulatory Requirements program
is directed toward reducing interior and exterior noise levels of all
military vehicles to meet military and commercial noise standards.
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The Vehicle Signature Reduction program is a classified DOD activity
concerned with reducing the noise signature detectability of military
vehicles for combat purposes. Although no other DOD surface vehicle
research programs were identified, there is evidence that other perti-
nent classified noise reduction programs are being sponsored by DOD,
particularly by the Navy on watercraft. DOD/TACOM plans to continue a
similar effort during the fiscal year 1975-78 period.
The EPA identified three surface transportation research programs
which were sponsored in FY 1973 and 1974 to support the Interstate
Motor Carrier, Interstate Rail Carrier, and New Medium and Heavy Duty
Trucks regulations. These studies generally involved the determination
of the population impacted by the noise source to be regulated, best
available noise control technology, costs for compliance with the
proposed regulations, and measurement methods for enforcing the
regulations.
The USDA sponsors surface vehicle noise research through the
Forest Service and the Cooperative State Research Service. These programs
are concerned with control of off-road vehicle noise and the use of trees
and shrubs to abate noise. Only the off-road vehicle noise control research
activities of the Forest Service are planned to continue into the future.
The Cooperative State Research Service will continue to support noise
research proposed by individual scientists and engineers based on scienti-
fic and engineering merits.
The NSF sponsors noise research based upon the merits of unsolicited
proposals. Currently, there are two NSF research grants specific to surface
vehicle noise. They are entitled "The Effects of Building and Other Boun-
daries on Motor Vehicle Noise" and Noise and Vibration from Transportation
-------
Vehicles and Other Machinery." A third grant entitled, "Basic and
Applied Studies of Noise," has a minor portion of the study addressing
sound generation by automotive tread designs.
The NBS currently does not sponsor any surface vehicle noise re-
search but does conduct related research through interagency agreements.
The total Federally sponsored .surface vehicle noise research
activities can be classified into the following six research catagories:
highway vehicle noise control technology, railway vehicle noise control
technology, off-highway vehicle noise control technology, noise systems
studies, noise regulations development and enforcement, and advanced
systems development. For noise dedicated activities, the emphasis in
the Federal efforts has been roughly equal between highway vehicle noise
control technology development and enforcement. Although not dedicated
to noise, there are also major Federal efforts (exclusively DOT) to
develop advanced, future mass transportation systems which give signi-
ficant attention to noise control. Currently, there are only minor
Federal efforts which address noise generated by off-highway vehicles or
highway noise sources other than heavy duty trucks and buses. Total
Federal resource distributions for these catagories are given in Table 4.1.
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.2. INTRODUCTION
2.1 Background
Early in 1974 the Office of Research and Development of the
Environmental Protection Agency invited Federal government agencies
concerned with noise pollution research to designate representatives
of their technical staff to serve as members on four noise research
panels namely: aircraft, surface vehicles, machinery .and health
effects. The resulting agency representation on the panel is shown
in Table 2..0.
Table 2.0
STRUCTURE OF EPA RESEARCH PANELS
Noise Research Panel
Aircraft
Surface Vehicles*
Noise Effects
Machinery
Current Agency Membership
NASA, DOT, DOD, HUD, DOC, EPA
DOT, HUD, DOD, DOC/NBS, EPA
HEW, (MINDS, NIOSH, NTEHS) , DOT, NSF,
HUD, NASA, DOD, DOL/OSHA, DOC/^BS,
EPA
HEW/NIOSH, DOL/Bureau of Mines,
DOT, DOD, DOC/NBS
These panels were convened to provide the means for interagency coordi-
nation of research in the four technical areas. In addition to exchange
of information the functions of the panels in their respective areas are:
• Review and assessment of the current state of technology.
* This panel was also charged with the responsibility for the Federal
research supporting land use policies.
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• Review and assessment of the status of research and techno-
logy development.
• Preparation of reccntnendations concerning ongoing research
activities.
• Recommendation of noise research programs and projects, and
methods for their accomplishments.
• Preparation of reports on the status and/or progress of on-
going noise research activities.
• Receipt and review of pertinent scientific and programmatic
advice from communicating with other standing bodies.
The names and addresses of the Surface Vehicle Noise Research Panel
members are listed in Appendix A.
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2.2 Purpose
Each of these panels of experts has met to charter its course of action
as a consultative body, and it was agreed that each panel would generate a
report on the Federal noise research, development, and demonstration (RD&D)
activities and the noise research needs in the specific area of consideration
by the panel. To.prepare the report, the EPA requested each of the panel
members to provide information on their agency's noise RD&D activities. Uith
the request EPA 'offered an example of the type of information desired but
indicated that the information could be provided in a form most convenient to
the agency (i.e. their agency's project and program information forms or over-
views) . Appendix's contains a copy of the EPA example and the program and
project information desired.
This report is the first to be prepared by the Surface Vehicle Noise
Research Panel. It's purpose is to present a description of Federally
supported RD&D which is directed toward control of noise problems attributable
to surface vehicles or support of Federal land use policy development. This
document will be used by the Environmental Protection Agency in preparing a
report to satisfy Section 4(c) (3) of the Noise Control Act of 1972. EPA
is required to report on the status and progress of Federal activities relating
to noise research and noise control and the contribution of such activities
to tha Federal Government's overall efforts to control noise. The panel report
is digest and analysis of information provided by the Federal agencies involved
in surface vehicle noise RD&D. The report reflects the collective opinions
of the panel members and does not necessarily represent the policy or viewpoints
of the respective agencies.
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2.3 Scope
la the current Federal effort most surface vehicle noise RD&D is .being
sponsored by the Department of Transportation on surface transportation
systems. Other agencies sponsoring research on surface vehicle noise are
the Department of Defense/Army, the National Science Foundation, the Environ-
mental Protection Agency and the U.S. Department of Agriculture. The infor-
mation these agencies have provided to describe their programs and projects
is contained in Appendix c. There were no Federal research programs identi-
fied which were specifically concerned with land use policy development.
. In presenting the current Federal activities emphasis has been placed
en the RD&D activities in FY 1973 and 1974. Previous efforts and future
projections for major programs are also presented vrtiere such information
was provided. Fiscal data reported is accurate as of July, 1974, but
may not reflect the complete resources available for each program or
project. This is principally because resources allocated to salaries,
equipment, and other services for in house studies have not been reported
by all of the agencies. Because of FY 1974 carryover money, the FY 1974
resource allocations are best estimates in many cases. For FY 1975 not only
are the resources identified estimates in most cases, but some detailed program
and project planning is not complete. Therefore, the FY 1975 resource esti-
mates are also incomplete. Although it is probably unavoidable to omit some
related Federal activities, it is the consensus of the panel members that no
major Federal research programs in the area of surface vehicle noise have been
overlooked.
-------
The program and project descriptions of the Federal surface vehicle
noise RD&D is presented in Section 3 by agency. In Section 4 the current
programs are briefly analyzed and grouped into the categories of specific
surface vehicle noise control technology development, noise systems studies,
research directly supporting regulations development and enforcement and
advanced transportation systems development.
2.4 Surface Vehicle Noise Sources
Surface vehicles include mobile systems used in transportation,
construction, recreational and agriculture. These systems can
generally be classified according to three all inclusive noise source
categories. They are highway vehicle noise, railway vehicle noise,
and off-highway vehicle noise. The relative noise levels associated
with these sources of surface noise are illustrated in Table 2.1. Noise
emitted from these sources, however, is derived from the components of
the source or the vehicle's subsources. Table 2 .2 illustrates the
contribution of the subsources to the total noise levels emitted by
diesel trucks, motorcycles, and snowmobiles.
-------
Table 2.1
Conparision of Typical Noise Levels for
• Surface Vehicle
CATEGORY
HIGHWAY VEHICLES
Medium and Heavy Duty Trucks
Motorcycles (Highway)
Utility and .Maintenance Vehicles
Highway Buses
Sports Cars (etc.)
City and School Buses
Light Trucks and Pickups
Passengers Cars (Standard)
RAIL VEHICLES
locomotives
Passenger Trains
Existing Rapid Transit
Trolley Card (Old)
Trolley Cars (New)
OFF-HIGHWAY VEHICLES
Recreational
Motorcycles
Snowmobiles
Inboard Motorboats
Outboard Motorboats
Construction
Trucks
Scraper
Dozer
Concrete Mixer
Paver
\
DISTANCE
(FT)
50
50
50
50
50
50
50
50
'
50
. 50
50
50 _
50
50
50
50
50
50
50
50
50
50
Typical Noise Levels
(dB(A))
84 (88) '
82 (88)
82 (88)
82 (86)
75 (86)
73 (85)
72 (86)
69 (84)
94
85
86
80
68
85
85
80
80
88
88
87
85
89
-------
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44. Close, W. H. and Athinson, T., "Technical Basis for Motor Carrier
and Railroad Noise Regulations", Sound and Vibration Magazine,
October 1973 pp 28-33.
45. Rickley, E. 0., etal, Noise Level Measurements of Railroads: Freight
Yards and Wayside, U. S. Department of Transportation Report DOT-TSC-
OOT-73-46 (to be published).
-------
3.2 DOD Surface Vehicle Noise Control Programs
The surface vehicle noise research programs identified in the DOD are
those sponsored by the U.S. Army Tank Command (TACOM). The TACOM Noise
Control Program is divided into two program areas: Conformance with
Regulatory Requirements and Vehicle Signature Reduction. Both are funded
by the Army Materiel Command under the Tank and Automotive Technology
Effort and are classified wiithin the DOD as Exploratory Development Projects,
The tasks associated with these programs are listed in Tables 3.2.1 and
3*2.2. The substance of the programs is described in Sections 3.2.1 and
3.2.2. Section 3.2.3 gives a brief summary of the program objectives for
FY 75 through FY 78.
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3.2.1 Conformance with Regulatory Requirements
The objective of this effort is to measure and reduce noise levels of
all military vehicles that fall within the jurisdiction of military and
commercial noise standards. Both interior and near field exterior noise
emissions are considered. The following standards are among those that
are addressed:
TABLE 3.2.3
TITLE SOURCE
MIL STD 1474 Army
(MI) Noise
Limits for Army
Materiel
TB 251 Army
Public Law Federal
92-574 Noise
Control Act
of 1972
MIL H 46855 Army
Human Engr
Request for
Military Systems
MIL STD 1472 Army
Human Engr
Design Criteria
DOT Proposed Federal
Highway Noise
Standard
Federal Motor Federal
Carrier Safety
Regulation
Occupational Federal
Safety & Health
Act (OSHA)
PORTION OF THE VEHICLE AFFECTED
INT
X
X
X
X
X
EXT.
X
NONDETECTABILITY
-------
The conformance with regulatory requirements effort was initiated in FY 73.
The following outline represents a distribution of the resources by tasks
and the work accomplished:
• TACOM Noise Measurements, Standards and Coordination - This
inhouse project consisted of a number of tasks. For example an AMC
Working Group on noise formulated MIL STD 1474. Existing military vehicle
noise test data was compiled and additional "quick" tests were ..run at
Yuma Proving Ground (YPG). Two TACOM reports were published. They are:
(1) 11314 "A Survey of Research in Noise Pollution Reduction Applicable
to Military Vehicles" and (2) 11710 "Test Results, US Army Ground Vehicle
Noise Studies, Yuma Proving Ground". A Coordination effort on interior
noise included developmental measurements and noise reduction cost estimates
on M551, M746, M123, M578, and M114 vehicles. Cooperative efforts were
undertaken with other TACOM agencies to establish the following ranking
of vehicles requiring measurement of interior and exterior noise emission.
(1) M35A2 Cargo Truck
(2) M818 Tractor Truck
(3) M813 Cargo Truck
(4) M817 Dump Truck
(5) M151A1 Jeep
(6) M561 Gama Goat
(7) M746 Heavy Equipment Transporter
(8) M520 Cargo Soer
(9) M559 Tanker Goer
(10) M553 Wrecker Goer
-------
In addition TACOM transferred $10,000 to TECOM-APG for a MIL STD 1474
interior and exterior noise measurement of 3 new samples each of M151A2 and
M561 vehicles (this was a "piggy back" measurement on a vehicle product
assurance test). Resources for this effort was increased to $100,000 in
FY 74. Emphasis was in assisting in revisions to MIL STD 1474, support
of measurement and suppression of noise on several types of high mobility
tactical vehicles, and coordination of contract efforts.
• Truck Engine Noise Reduction - This project resulted from the
transfer of $165,000 from another TACOM Division for truck engine noise
reduction work (DA Project 1G563621DG07). The effort was as follows.
An $83,645 contract was awarded Eckel Corporation for the construction of
a semi-anechoic test facility. Noise measurements on vehicles, engines
and transmissions may be accomplished in this facility which will accom-
modate vehicle sizes up to and including the 5-ton M809 series truck.
$75,000 was utilized for noise measurement equipment for the chamber.
$ Noise Measurement Test of Military Fleet Vehicles - A TECOM
noise measurement test of military fleet vehicles was initiated in FY 74
using MIL STD 1474 test criteria. The test location is the Aberdeen Proving
Ground. Five vehicles each of seven types are to be tested. The types
are M151A1, M561, M35A2, M35A2C, M818, M813, and M817. The testing was
scheduled for completion in July, 1974.
9 Component Noise Emissions of an M813 5-ton Cargo Truck - This
contract with Cummins Engine Company was initiated in July, 1973 and was
designed to isolate and measure component noise emission on one M813 5-ton
cargo truck. The testing was to be complete in August, 1973.
-------
. • TACOM/DOT Noise Measurement of NDCC & New Military Tires - This
joint effort was conducted by NBS at Wallops Island, Virginia. The tests
were run from July through September 1973.
• Purchase of Sound and Vibration Measurement and Analysis Equipment
-------
• Noise Reduction of an M813 5-ton Cargo Truck. - A contract was let with
H. L. Blochford, Inc. for the period of September, 1973 to June, 1974
to study the control of M 813 5-ton cargo trucks by selective reduction
of the noise generated by the vehicle components.
9 Modification of a Mobile Laboratory Van - A contract was negotiated
with PSI, Inc. to facilitate installation of new noise measurement
equipment. The contract duration was from December, 1973 to July, 1974.
3.2.2 - Vehicle Signature Reduction
9 Classified Noise Signature Program - This in house effort by TACOM
gives direct assistance to PM REMBASS by providing data reduction and a
report on a classified signature program. Noise signatures were measured
on the following military vehicles:
TRACKED WHEELED AIRCRAFT
M60
M551
Ml 1 3A1
Ml 14
M578
Ml 09
PT76
tort 11761,
M151A2
M35A2
M813
M561
GAZ59
ZIL157
Military Vehicle Signature
UH1H
CH46
T33
C130 '
Collection and
Classification Program, Phase II, was published. Previously obtained
data on combat vehicles were analyzed to determine the attenuation of
various frequencies of the noise signatures with distance. Transcription
and transmittal of vehicle noise data tapes to NADC, RADC, MERDC, and
WES was accomplished.
-------
• TACOM Analysis of ARSV Contractor Program to Reduce Exhaust System
Noise, Noise Reduction of the M561 GAMA Goat, and Information Dissemi-
nation -- ARSV (Scout) contractor tests of the plans for reducing
exhaust system noise were reviewed and recommendations transmitted
to the Project Manager. Evaluation and reduction of noise sources on
the M561 Gama Goat was partially accomplished (continued in FY 74).
As the Research and Engineering Directorate prime proponent for noise
reduction, information was disseminated to and technical inquiries answered
from other TACOM organizations.
• Vehicle Noise Specifications and Field Tests of HET - 70 and M520
Goer Pilot Vehicles - This in house task involved providing assistance
to project managers on noise input to vehicle specifications and
performing noise field tests on HET-70 and M520 Goer pilot vehicle.
9 Military Vehicle Track Modelling Noise and Vibration Study - This
contract has been negotiated with Bolt, Beranek and Newman (BB&N)
of Chicago and is planned for the period of July, 1973 through
August, 1974.
• Computer Correlation of Vehicle Detectability - This contract with
BB&N was initiated in September, 1973 and is scheduled to be completed
by June, 1974.
-------
3.2.3 Future Objectives of the DOD Noise RD&D Programs
For the period of FY 75 - 78, the DOD/TACOM noise research program
objectives can be summarized as follows:
1. Continue TECOM-APG Vehicle Noise Measurement Program.
2. Isolate and measure component noise on all offending vehicles
measured in the Confonuance with Regulatory Requirements Program.
3. Conduct cost effective noise reduction work on offending components
measured in the Vehicle Signature Program.
4. Continue liaison with other government and commercial organizations
involved in noise standards and noise reduction.
5. Continue work with Army Vehicle Project Managers and engineers on
new vehicles under development and on vehicle product improvement programs.
6. Investigate computer modeling techniques for prediction of component
noise contribution to the total vehicle noise output and for prediction of
vehicle aural security distances.
-------
3.3 EPA Surface Vehicle Noise RuaD Programs
(„ ' *
The surface vehicle noise RD&D sponsored by the EPA is that
principally associated with the development of surface transportation
regulations specified in the NCA. Specifically the EPA research
has supported the development of regulations for control of noise from
interstate motor carriers, interstate rail carriers, and new medium and
heavy duty trucks. A summary of the EPA research on surface vehicle noise is
presented in Table 3.3.1. The details of these activities are described
below.
• Interstate Motor Carriers - A contract effort with Wyle Laboratories
was undertaken in June of 1973 to conduct a cost and technology assessment
of the motor carrier industry in regard to noise abatement applications.
The contractor was to review all major noise emitting operations of inter-
state motor carriers and describe them. This description was to include
but not be limited to a characterization of the noise profile, and an
estimate of the number of people impacted by the noise and an assessment
of how these people are impacted. In describing the technology available
to retrofit interstate motor carriers for compliance with varying degrees
of noise control, cost estimates were made of each level of noise control
achieved. The final report on this contract is due EPA on September 27,
1974. The cost of this contract was $130,000.
The services of Bolt Beranek & Newman were obtained through the
basic ordering agreement procedure for direct analysis work on the
dockets submitted during the development of the interstate motor carrier
regulation. No specific reports were produced as a result of this contract
-------
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effort. The output from this effort was recorded in memoianduras on a
continuing basis during the period of the contract. Value of the BOA for
this effort was $30,000.
0 Interstate Rail Carriers - Bolt, Beranek & Newman was awarded a
contract to assess the technology and cost of retrofit of the interstate
rail carrier fleet for compliance with various noise control levels as
determined by the availability of technology. This contract included an
assessment of available technology and the cost incurred to apply those
specific elements of available technology. Also, this contract involved
an analysis of the impact on the population of railroad noise and the
incremental changes in that impact as projected result of technology
application to rail road noise sources. A series of draft reports were
prepared by the contractor and submitted to EPA for review. The result
of this study in major part was included in the background document
prepared by EPA and made available to the public at the time of the
publication of the proposed railroad regulation. This contract effort is
now complete and the level of funding was $134,000.
As result of additional effort required to refine'the data base
in support of the proposed rail carrier regulation, BBN was contracted
through a basic ordering agreement to do additional specific work on the
application mufflers to the in-use locomotive fleet and to assist with
the analysis of the railroad docket. This effort is still underway
although several informal memorandums including additional data have been
submitted to EPA. Some of the information generated by this effort is
included in the background document published in support of proposed rail
-------
carrier regulation, . The amount of this contract effort was $40,000.
The National Bureau of Standards through interagency agreement
conducted a series of studies on railroad noise emission levels and has .
published a joint EPA/NBS report on the results of their study. The
level of funding for this study was $25,000.
• New Medium and Heavy Duty Trucks - Wyle Laboratories was contracted
to conduct an initial assessment of the cost and technology required to
produce new trucks having various levels of noise emissions. This was
an initial state-of-the-art study to assess available noise control
technology and to provide cost estimates representing the application of
this control technology. This study has been completed and a final
report is available. Cost of this study was $17,000.
Bolt, Beranek & Newman was contracted to continue the work in technology
and cost assessment initiated by Wyle Laboratories in refining the data
base upon which the medium and heavy duty truck regulation could be
developed. This effort involved a more detailed look at the available
technology and specific cost estimates to apply that technology and was
conducted in conjunction with the economic analysis by A.T. Kearney (see
below). The overall objectives were to provide a total assessment of
potential regulatory levels of noise control on the industry and to form
a basis for the Federal regulatory action. This contract was completed
and a draft report published in January 1974. The final report is pending
receipt by the Agency at this time. The amount of this contract effort
was $110,000.
-------
A.T. Kearney was contracted to do an "IHdepth economic analysis based
on the cost estimates of the BBN work on the impact of various strategies
of noise control on medium and heavy duty trucks. This analysis included
both domestic and import/export impacts as a result of various noise
control strategies. This contract has been completed. Several draft
reports have been submitted, although the final report is still pending
receipt by EPA. The resources required for this contract was $41,000.
The National Bureau of Standards was asked through interagency agree-
ment to assess measurement methodologies which had highest potential for
use in a noise control regulation for medium and heavy duty trucks. The
final report of this study .has been completed and is available from either
NBS or EPA. The amount of resources for this study was $10,000.
-------
3.4 USDA Surface Vehicle Noise RD&D Programs
Surface vehicle noise RD&D activities are sponsored by the USDA
Forest Service and Cooperative State Research Service. Their programs are
summarized in Table 3.4.1 and are briefly described below.
3.4.1 Forest Service Programs
The broad mission and objective of the Forest Service is to manage
and enhance the value of National Forests for the benefit of all U.S.
citizens. Forest Service Research is undertaken to develop the knowledge
and technologies required to accomplish this mission for all of America's forests
and related lands. The Forest Service noise abatement programs are directed
to improving both our living and working environments (a) by effectively
using trees and shrubs in the reduction of outdoor noises and (b) by system-
atic development efforts directed toward reducing vehicle and equipment noise
levels. Accordingly the Forest Service has undertaken the following two
programs.
• Use of Trees and Shrubs in Noise Abatement - Currently this program
is being carried out at Lincoln, Nebraska, in cooperation with the
Department of Engineering Mechanics, University of Nebraska. It is
supported by a cooperative grant of $20,000 (FY 74). It is the
purpose of this study to determine means for controlling intrusive
noise by combining trees and shrubs with land-forms or other solid
barriers. The combined use of solid barriers and plant material
-------
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provide a usable and practical approach for reducing noise levels
under a number of conditions. This study will develop guidelines
for intrusive noise control. Additional studies of this type are
not planned following completion of the current series' of investi-
gations.
Recent publications are: Van Haverbeke, D.F., and D.I. Cook, 1972.
Green mufflers. American Forests 78(11):28-31.
Van Haverbeke, D.F., and D.I. Cook. 1974. Part I. Studies in noise
pollution reduction. American Nurseryman (June 1). 2 p.
Van Haverbeke, D.F., and D.I. Cook. 1974. Part II. Suggested plantings
for reducing noise pollution. American Nurseryman (June 15). 2 p.
Reduction of Vehicle and Equipment Noise Levels - This program is
being carried out at the Equipment Development Center, San Dimas,
California (1 SMY) with current expenditures of: FY 74, $25,000; and
FY 75, $39,000. Equipment development efforts are directed toward
reducing the noise level of equipment used in and about forested areas
both for improving the environment and for the improved health and
safety of forest workers. This is an on going program of the Forest
Service and funding is expected to remain at about this level in the
future. Special equipment for this program is currently available
at the San Dimas Equipment Development Center.
Recent publications include: Harrison, R.T. 1974. Snowmobile noise.
Equipment Development and Test Report 7120-5. Forest Service, USDA 48 p.
Harison, R.T. 1974. Sound propagation and annoyance under forest
conditions. Equipment Development and Test Report 7120-6. Forest
Service, USDA. 35 p.
-------
3.4.2 Cooperative State Research Service Program
Research on noise is supported as individual scientists or engineers
submit projects that are approved by CSRS. The Director of the Agricultural
Experiment Station, the Administrative-Technical Representative of Forestry
Schools where the research is located is responsible for allocations of CSRS
administered formula funds to approved projects. Grant funds are allotted
to projects generated again by university scientists.
The CSRS program for noise research is to encourage research activities
that are sound from the standpoint of science and engineering; review
projects submitted for funding approval; and coordinate research activities
among the States and with other USDA research programs.
The noise research project pertinent to surface vehicle noise is entitled,
"Noise and Vibration of Off-Road Equipment". The study is being conducted
at the University of Illinois, Urbane and extends from 1/7/70 to 3/6/75.
-------
3.5 NSF Surface Vehicle Noise RD&D Studies
NSF sponsors research based upon the merits of unsolicited
proposals. Of these there are three NSF noise research studies
relating to surface vehicles. These are identified in Table 3.5.1
and are briefly described below.
• Basic and Applied Studies of Noise - Specific work
supported under this grant will be basic research on the
mechanics of tire noise, sound generation and propagation
in internal flows, and practical applications of pitch
sequencing. In the surface vehicle related portion a
study will be made of the sound generation by tire auto-
motive tread patterns under controlled laboratory situa-
tions. The objective will be to determine the amplitude
and phasing of the directional sound generation from single
tread configurations, with a view towards using this
information in a superposition analysis of more complex
patterns eventually leading to quieter system designs.
Since the emphasis in this work is in noise from internal
flows, the resource allocations have not been included in
the Federally sponsored surface vehicle RD&D.
• Effects of Building and other Boundaries on Motor Vehicle
Noise-The goal of the investigation is to find ways and
means to reduce the spread of noise pollution resulting
from motor vehicles on highways, thoroughfares, and urban
rapid transit systems. The program will utilize large
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models in an anechoic chamber^ supplemented by field
studies.
> Noise and Vibration fron Transportation Vehicles and other
tfechinery - To complement the ongoing research at the
. Ray W. Herrick Laboratories of Purdue University/ a broad
range of research projects in noise control and acoustics
will be-undertaken. These include; enclosure design,
automobile engine noise source identification and reduc-
tion; noise attenuation measurements in mufflers; tire noise
generation; appliance noise reduction; machine tool noise
reduction; barrier design; cormunity noise from rapid tran-
sit vehicles; and other projects. A new addition, a semi-
anechoic facility with overall dimensions 32 ft x 66 ft. will
be built to accommodate many of the new projects. It has
been assumed that the principal activities in this effort will
relate to surface vehicle noise and therefore have included
all of the identified resource commitments in the Federal
surface vehicle noise RD&D category.
-------
3.6 NBS. Surface Vehicle Noise RD&D
There is currently no surface vehicle noise RD&D beitxj sponsored
by the NBS. However, NBS does conduct research on surface vehicle
noise through interagency agreements. The description of work is
provided in Appendix B. Table 3.6.1 is a listing of these studies.
The resources identified are included in the sponsoring agencies
resource allocations for surface vehicle noise RD&D.
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4. ANALYSIS OF THE FEDERAL SURFACE VEHICLE NOISE RD&D ACTIVITIES
The Federal research activities to control surface vehicle noise
have been presented in Section 3 as integrated programs and/or projects
as developed and implemented by the agencies. As such, Section 3 provides
the perspective by which each agency views and treats the noise problem
associated with surface vehicles.
It is also useful, however, to examine the Federal programs
collectively to identify related and/or complementary activities which
are addressing specific sources or systems of surface vehicle noise.
From such an analysis, the emphasis in the current Federal efforts can
be ascertained. Section 4 provides a brief analysis to identify the
surface vehicle sources or systems which are currently receiving the
major emphasis in the current Federal effort.
Surface vehicle sources of noise include mobile systems used in
transportation, construction, recreation, and agriculture. The Federal
surface vehicle noise control technology RD&D programs can generally be
classified according to three all inclusive noise source categories.
These are highway vehicle noise, railway vehicle noise, and off-highway
vehicle noise. Highway vehicle noise sources include trucks, buses,
passenger cars, motorcycles. Railway sources encompass conventional and
highspeed or rapid transit railroad systems. Off-highway vehicles include
construction and agricultural equipment, snowmobiles, and motorboats.
In addition to the development of noise control technology for
individual sources, there are other Federal research activities dedicated
to noise. They are those associated with the characterization and/or
-------
control of collective or area noise sources such as highways, construction
sites, and railway yards, and with the development and enforcement of
standards and regulations. Federal research in these areas can be
classified as those concerned with systems studies of noise and with
regulations support and enforcement.
Other Federal RD&D programs which are associated with noise are the
development of future or advanced surface vehicle systems. Although not
dedicated to noise, these programs can have a major impact on the control
of surface vehicle noise. Consequently, these programs have been separately
identified. However, specific noise tasks identified in these programs
will be related to the appropriate noise dedicated activity
Table 4.1 is a summary of the Federal resource commitments for RD&D
programs addressing highway vehicle, railway vehicles and off-highway
vehicles noise control technology development, surface vehicle noise systems
studies, and regulations and enforcement. Federal allocations for the noise
portions of advanced surface vehicle systems development are not
available and have not been estimated. A brief discussion of the Federal
research-activities in these categories is presented in the following
sections. There are programs which have activities which relate to more
than one category. In these cases, the programs have been identified with
resources assigned to the category of-greatest emphasis. However, the
programs are also listed in the other pertinent categories if appropriate.
-------
Table 4.1 Summary of Federal Surface
Vehicle Noise RD&D Activities
Noise
Category
Highway Vehicle
Technology
Railway Vehicle
Technology
Off-Highway Vehicle
Technology
Noise Systems Studies
Regulations and
Enforcement
Advanced Systems
Agency
DOT
DOT
DOT
DOD/ARMY
USDA
TOTAL
DOT
NSF
USDA
TOTAL
DOT
EPA
DOD/ARMY
TOTAL
DOT
Prior to 1
1,708
-
100
100
301
301
57
57
Noise
avai
Fiscal Year
973 1973
802
330
100
4
104
350
350
672
369
215
1,256
resource al
lable
Funding ($1,
1974(est)
727
250
50
95
53
198
857
302
20
1,179
272
178
270
720
locations not
000)
1975*
695
39
39
310
310
130
130
TOTAL
2,166
2,842 3,074 1,174
* FY 75 estimates known to be incomplete.
-------
4.1 Highway Vehicle Noise Control Technology RD&D
Table 4.2 contains a listing of Federal RD&D activities associated
with the development of control technology for highway noise sources. The
primary emphasis in these efforts is truck noise, although major efforts
are indicated for control of bus noise. The majority of the Federal efforts
are those sponsored by DOT and address all of the major component sources of
truck noise. Future emphasis in control of truck noise is in truck tires
and engine mechanical and combustion
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4.2 Railway Vehicle Noise Control Technology RD&D
The Federal RD&D programs directed toward the development of noise
control technology for railway noise sources are listed in Table 4.3.
While only one technology development program has been identified
specifically for conventional rail vehicles, several major programs have
been identified for rapid transit systems. DOT is the only agency
sponsoring noise control RD&D for railway vehicles.
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4.3 Off-Highway Vehicle Noise Control Technology RD&D
The Federal RD&D programs directed toward the development of noise
control technology for off-highway vehicle noise sources are listed in
Table 4.4. These efforts address tracked and wheeled military vehicles,
snowmobiles, and diesel engine powered construction equipment and are
sponsored by DOD/ARMY, USDA, and DOT. Although not identified specifically,
there is evidence that DOD/Navy sponsors some noise control technology
RD&D in this category, principally for watercraft. However, much of the
DOD sponsored noise control RD&D is classified and therefore not presently
available for general use. Much of the noise control technology being
developed for off-highway vehicles will have potential applications to the
similar highway vehicles and vice-versa.
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4.4 System Studies of Surface Vehicle Noise
A number of Federal research programs have been identified which
address noise generated by surface vehicles systems. These studies are
dedicated to noise and generally multifacited. They can encompass
development and testing of noise measurement methods, characteri-zation
of noise generated and noise systems, modeling of noise, identification
of noise control methods,and RD&D of noise control technology. Since these
studies are of a broad nature, the results can have many applications.
However, portions of those studies which have specific noise source control
technology development and demonstration objectives are identified with
the appropriate individual noise sources in previous sections.
Table 4.5 is a listing of the known Federal noise studies of surface
vehicle systems. These relate primarily to highways and rapid transit
systems.
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4.5 Noise Regulation and Enforcement Research Programs
These research programs have been identified by the Federal
agencies as direct support to the development of specific standards
and regulations and the enforcement of regulations, While each study
generally addresses a specific objective, collectively the projects
encompass a broad range of subjects (i.e., measurements of source and
area noise levels, development of measurement methodologies, training,
state-of-the-art technology, capital grants, etc.). However, the
programs can be grouped by their relationship to highway, railway,
or off-highway noise control. The identified Federal research projects
relating to the development and enforcement of surface vehicle
regulations are listed in Table 4.6. The emphasis in the current
Federal efforts has been support of highway noise regulations and
enforcement.
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4.6 Advanced Surface Vehicle Systems Development Programs
A number of Federal RD&D programs have been identified which related
to the development of advanced or future surface vehicle systems. These
programs pertain exclusively to transportation systems and none are
dedicated to noise. Consequently resource allocations for the noise portions
of the programs could not be readily ascertained. However, where specific
noise related tasks or objectives were identified, they have been
described in the appropriate sections on dedicated noise RD&D. Generally,
however, the programs are of a very comprehensive nature and noise is
considered principally as a design specification. Table 4.7 is a listing
of the advanced surface transportation systems RD&D programs. The emphasis
is in future mass transit systems and all are sponsored by DOT.
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APPENDIX A
SURFACE VEHICLE NOISE RESEARCH PANEL MEMBERS
-------
Osman A. Shinaishin (Chairman) 202-755-0449
Noise Technology Staff, RD-681
U.S. Environmental Protection Agency
401 M Street S.W.
Washington, B.C. 20460
William Roper 703-557-1180
Office of Noise Abatement and Control (AW-571)
U.S. Environmental Protection Agency
1921 Jefferson Davis Highway
CM-2
Arlington, Va. 20460
Donald W. Rees (TACOM) 313-573-1653
Department of the Army
U.S. Army Tank-Automotive Command
Warren, Michigan 48090
William Leasure 301-921-3381
Applied Acoustics Section
National Bureau of. Standards
Room A149 Sound Building
Washington, D.C. 20234
George Winzer 202-755-5597
Manager, Environmental Research
Room 4210
Department of Housing and Urban Development
451 Seventh St., S.W.
Washington, D.C. 20410
William H. Close 202-426-4560
Office of Noise Abatement
Department of Transportation
Transport Building TST-54
2100 Second St., S.W.
Washington, D.C. 20590
-------
APPENDIX ., B
INFORMATION REQUESTED BY
EPA ON THE FEDERAL NOISE
RD&D PROGRAMS AND PROJECTS
-------
APPENDIX B
INSTRUCTIONS
. The objectives of this information-gathering document is to assemble the
data necessary to describe the over-all efforts within the Federal Government
dealing with noise research, development, and demonscration programs. The
results will be used as a portion of the EPA report to the President and Con-
gress on the status of Federal noise programs and to aid in coordination of
Federal noise research efforts within Government agencies. The process is
dynamic requiring that the data base be updated periodically to reflect
changes in efforts, emphasis, expenditure of funds or completion of programs
or projects.
The information requested on noise related programs and projects deal
with the following areas:
• Program (Project) description.
a Technical goals and achievements.
• Financial and manpower resources devoted and required.
• Facilities' used or required, and
• Key personnel.
The enclosed questionnaire is designed to reflect, as clearly as possible,
the type of information required, but is not intended as a rigid format, hence,
any agency forms that will furnish the required information easier than the
questionnaire should be used by all means. If the questionnaire is used,
notice should be made that:
1. Additional sheets may be used, and are encouraged, to furnish more
details if the space provided is not adequate.
2. There is always a risk of not supplying enough information for the
C^pjq^t*pH \/i c i Vi T 1 *i *~ v rt f an v n^ncTi-a™ /r»-*-n-i or» f-N Knf- t-Ko-v-o •? o pr* *-•* oV
of giving too lengthy information since this can easily be adapted
to the overall report intensity or detail.
3. If the .questionnaire forms miss entire aspects of program infor-
mation, it is encouraged, in fact necessary, that you add these
aspects under additional proper titles.
4. If your agency has a documented (or computer-stored) plan-program-
project outlay with the required information it is strongly urged
that it be included in the response.
. . »
5. The program (project) information supplied should reflect actual FY 73
funding, allocated FY 74 and projections for FY 75 and later years.
6. For programs (projects) in which noise is only a* part or" a consid-
eration it is requested that information should be given on:
A. Program (project) specifics as outlined in the questionnaire
B. Additional statement on the relationship of the noise-related
effort to the over-all scope of the program (project).
7. Finally,for any desired clarification of questions on this document.
please call Dr. Eugene E. Berkau of the EPA at 202-755-0449.
The response to this questionnaire is requested by'April 19, 1974.
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Definitions in Responding
to the Form Titled
"FEDERAL NOISE RD & D PROGRAM SUMMARY"
Item
1. Program Title
2. Agency Program Number
Remarks
The formal agency title of record.
The formal number of record; if programs are
not numbered, write 'none'.
3. Agency or Department Parent organization (e.g., DOT, DREW).
4. Interagency Agreements
in Effect
5. Subdivision Directing
Work
6. Other Key Personnel
7. Principal
Contractors
8. Technical Program
Goals
9. Method of Approach
10. Problem Areas
11. Total Resource
Allocation
° Funding
Man-Years
12. Component Projects
Identify other agencies or departments par-
ticipating in the program and a brief
description of their tasks.
Organizational element where program respon-
sibility exists (NIOSH/Physical Agent Branch)
Name of Head.
Additional leading personnel involved in
administrative or technical management of
overall program.
Identify contractors doing work for agency
at the program (not the project) level.
Those considered environmental goals, like
quieting a specific machine by lOdB, or
improving the reliability and sensitivity
of needed instrumentation systems.
Plans or Methodology for achieving program
objectives.
Identified technical, fujiding, and/or
facilities problems.
The level of program funding devoted to
noise RD&D distributed with time.
The level of program manpower resources
devoted to noise KD.r-D distributed witli time.
A list of descriptive titles of those novr,^
related projects within this program.
"'A Federal noise KU6D program includes each program in which noise
is a significant (one "or more projects), identifiable program oloucmt.
-------
Item
Remarks
13. Schedules
and Milestones
14. Principal
Accomplishments
15. Program Reports, etc.
Show the current schedule and milestones;
the "revised" column is for future use.
State achievements accomplished or within
reach.
Confine this to those stemming from the
overall program rather than the individual
project. Include proceedings of symposia
and conferences and papers in the professional
literature as well as project reports and
documents.
-------
Environmental Protection Agency
Office of Research" and Development
FEDERAL NOISE RD&D PROGRAM SUMMARY
Agency or. Department
Subdivision Directing Program/Head's Name, Title and Address
w
o
Name, Title, Address of Program Manager
Names and Titles of Other Key Program Personnel
I r>.
Program Contractor or Grantee (if any)
Program Title
Authority (e.g.,Public Laws, Agency/
Department Directives, etc.)
Agency Program Number
Date This Form is
Filled
Date of Program Start
Scheduled Date of Program
Completion.
-------
Check appropriate classification(s) of program
| j Research j | Development j j Demonstration
]-"~] Operations Research r"~j Other (Describe)
^-^ and/or Economic Benefit
Program General Objectives
Program Specific Goals:
Planned Approach: (Attach additional sheets if necessary)
Problem Areas:
-------
Total Resource
Allocation
Fiscal
Year
Funding
^Thousand
Man-Years
1
M< Cumulative j
. . through !
- i
i-i
a
3
. -u
o
<
FY 73
•o
0)
*->
C3
O
O
r-l
r-t
<
FY 74
Projected
FY 75
FY 76
FY 77
FY 78
,
FY 79
Program Schedules and Milestones j
(Detailed schedules and milestones'
may also be cited and appended to
this response.)
Status
Milestone
Scheduled I n Date , '
ompletion' Completed or
Date }
.Date
Revised
Agency/Pro i ect No.
Component Projects
Descriptive/Project Title
Project Manager;
-------
Principal Accomplishments to Date (Include accomplishments
relative to program goals or attained from combined project
achievements)
Program Reports, Documents and Papers Published to Date:
(List items attributed to the program. Complete biliographic
reference is desired/author, title, date, agency, document.)
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APPENDIX C
AGENCY DESCRIPTIONS OF THE FEDERAL GOVERNMENT'S
SURFACE VEHICLE NOISE RD&D ACTIVITIES
-------
TABLE OF CONTENTS
AGENCY PROGRAM DESCRIPTIONS Page
DOT Surface Transportation Noise Abatement Programs 1
Highway Noise Abatement - Heavy Duty Trucks 1
Diesel Truck Noise Reduction Demonstration Project 2
Exhaust Muffler and Cooling System Optimization 4
Basic Engine Noise Reduction 7
Operator Noise Exposure 8
Truck Tire Noise 10
Testing Methodology 14
Highway Noise Models 17
Highway Noise Standards 19
Mass Transit Noise Activities 22
Conventional Railroad and High Speed Ground 27
Inter-City Transportation
Summary of Program Resource Allocations 31
Index - DOT Submission Exhibits, EPA Docket ONAC 74-2 35
DOD/U.S. Army Tank Automotive Command Vehicle 44
Noise Control Program
Conformance with Regulatory Requirements 44
Vehicle Signature Reduction 48
Program Objectives FY 75-78 50
EPA Surface Vehicle Noise RD&D Programs 51
Interstate Motor Carriers 51
Interstate Rail Carriers 52
New Medium and Heavy Duty Trucks 53
U.S.D.A. Surface Vehicle Noise RD&D Programs 54
Forest Service Programs 54
Cooperative State Research Service 57
NSF Surface Vehicle Noise RD&D Studies 62
NBS Surface Vehicle Noise RD&D 65
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OFFICE OF THE S1CKF.TAPY OF TRANSPORTATION
WASHINGTON, o.c. 20390
. APR 2 31374
*"
DOT SURFACE TRANSPORTATION NOISE ABATEMENT PROGRAMS
Highway Noise Abatement
Heavy Duty Trucks
Since 1970 the Department of Transportation has been actively engaged
in a multifaceted effort to reduce the impact of noise generated by
heavy duty trucks and busses upon the community adjacent to the
nation's public highways. Tha results of this program to date are
numerous and further information is forthcoming. Pertinent reports
developed under this program are herewith submitted for the use of
the Environmental Protection Agency in developing noise emission
standards which reflect the degree of noise reduction achievable
through the application of the best available technology ar.d the cost
•
of compliance.
To set the DOT program of truck noise reduction into perspective,
Exhibits 1 and 2 are submitted. These summary description documents
delineate the plans for and accomplishments of the prograr realised
in late 1972. Since that time the program has developed according
to the plan but with some expansion of efforts.
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2.
Diesel Truck Noise Reduction Demonstration Project
Ah investment of approximately $1.25 million dollars has been made
on three DOT contracts with the Freightliner Corporation; Inter-
national Harvester Co.; and the White Motor Co. to develop and
demonstrate the lowest practical noise levels achievable on selected
heavy duty diesel truck tractors. Exhibit 3 is the general work
statement used in this contracting effort.
From Exhibit 3 it is evident that the contractors were obliged to
establish their own contract target noise level limits for each of the
two truck configurations to be evaluated. Listed below is a table of
goals proposed by each of the contractors (which became part of the
contracts) and results of the contract research to date.
TABLE I
Contractor Goals* Accomplishments*
Freightliner (1) 75-78dB(A) 72dB(A)
International (1) 75-78dB(A) 77-78dB(A)
(2) 78-80dB(A) 79-80dB(A)
White Motor Co. (1) 75-78dB(A) 77dB (A)
(2) 81-83dB(A) 79dB (A)
*Maximum sound level per SAE J366a test.
(1) Enclosed engine version :
(2) Unenclosed engine version
Two reports of the many to eminate from this project have been • completed.
These reports (Truck Noise IIIA and IIIB) are enclosed as Exhibits 4 and
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3.
In anticipation of the demand for public information on these efforts,
technical sessions in two professional society meetings were arranged
in which the summary findings of the project could be conveyed to the
public prior to completion of the detailed DOT project reports. Copies
of the papers presented at the SAE National West Coast Meeting in
August of 1973 are enclosed as Exhibits 6, 7 and 8. Copies of the
papers presented at Noise Con 73 in October 1973 are enclosed as
Exhibits 9', 10, 11, 12 and 13.
A number of detailed reports are presently in preparation to delineate
the specific tests, design considerations, operational implications
and costs associated with the development of these quieted trucks.
In addition, nine trucks as indicated below are currently in field
service evaluation with line haul carriers to proof test the noise
reduction concepts and verify the estimates of operational and cost
implications.
TABLE II
Contractor Operator
Freightliner 1 truck Mid America Lines
International 4 trucks Ryder Truck Lines
White 1 truck Overnite Transport
White 3 trucks : • Carolina Lines
Following approximately one year of service evaluation on each truck,
final reports will be prepared and published to document the experience
gained in line haul service of the quieted trucks as compared to
comparable contemporary trucks. Completion of the service evaluation
will occur in July of 1974 for the first trucks and February 1975 for
the last trucks introduced into service.
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4.
As a further adjunct to this program, the International Harvester con-
•tract has been expanded to encompass fleet testing of 24 different
.installations of ."demand" fan drives. This will provide an extensive.
evaluation of the duty cycle of such fan-noise obviating and energy
saving installations in service across the country. Exhibit 14 is a
listing of the 23 installations currently in test.- Results are being
forwarded to NBS and EPA as they become available.
Exhaust Huffier and Cooling System Optimization
Rather than rely solely on long term future solutions to the problems
of truck noise the Department of Transportation also undertook a
series of closely related efforts to produce information upon which
near term decisions could be based for new product standards and for
retrofitability of noise reduction components to current fleets of
trucks and transit coaches powered by the popular diesel engines.
•
The first contracts in this effort were intake and exhaust muffler
performance evaluation tasks. The Donaldson Co. and the Stemco
Manufacturing Co. were awarded parallel contracts to acquire and
evaluate available intake air cleaners and mufflers for acoustic
performance and to document cost and ancillary performance effects
(pressure restriction, etc.). The results of these two contracts are
reported in final DOT reports enclosed as Exhibits 15 and 16. An
additional professional society report on the Donaldson Study is
enclosed as Exhibit 17. These tests validated the contention that an
ample supply of commercial mufflers exists to significantly reduce intake
and exhaust noise of contemporary trucks. Table III illustrates thn
general capabilities of better mufflers being used on uho rrcoC pcrul;-.r
diesel engines.
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95
76.0
75.0
81.0
93
79.0
79.5
80.0
105
78.0
78.0
81.0
104
82.0
80.0
80.0
81.0
81.5
82
72.5
70.5
(2)
5.
TABLE III
Sound Levels of
Basic Exhaust Systems
Sound Level dB (A) (D
Type System NKC-250 NTC-350 6-71 8V-71 2XDT-675
Unmuffled
SWTP
SWTP + Wye (3)
DWTP
SHVTP
DHVTP
SHHTP
. DHHTP . 84.0
(1) "A" weighted sound level reference 20 micronewtons per square merer.
Measured at 50 Ft.
(2) All mufflers tested exceeded back pressure limits.
(3) Wye muffler is used to join the two exhaust banks into a single system.
Exhaust System Code "XY ABC"
XY denotes muffler configuration S single, D dual, V vertically mounted,
H horizontal.
ABC denotes tail pipe system, V vertical, H horizontal.
The same reports place intake noise and component cost vs performance
into a new clearer perspective.
A task order contract with Cambridge Collaborative is being used to
write a popularized version of the results of the two muffler con-
tracts , the cooling system results from the quieted trucks and general
noise testing procedures into one comprehensive handbook for field use
in truck noise reduction implementation. This effort is nearing the
publication stage and a final, handbook is expected by July of 1974.
A contract is presently being negotiated with the Vehicle Research
Institute (VRI) of the Society of Automotive Engineers to study and
evaluate the applicability of the muffler and cooling system technology
to construction equipment. Recorrraendauioiu. for Jisocni.-..:'-!-.-. --. -' : "
industry will be made by VRI.
-------
An interagency agreement with the Bureau of Mines, Bartlesville
Energy Research Center has produced a variety of information on
the performance and air emissions of similar diesel engines with
specific attention paid to effects of noise reduction components.
Bartlesville personnel also participate in program planning for
future diesel engine noise research.
Most directly applicable to the regulatory process at hand for new
*
trucks is the series of five contracts recently awarded by the
Department of Transportation to determine the degree of noise
reduction possible thru optimum selection of air cleaner/inlet
mufflers, exhaust mufflers and cooling system components. Contracts
were written with: General Motors Truck and Coach Division; PACCAR
(parent corporation including Kenworth and Peterbilt); International
»
Harvester; Rohr Industries (Flexible Coach) and McDonnell-Douglas Co.
(with White Motor Co. as subcontractor). Ten trucks and two transit
coaches will be evaluated and quieted through detailed studies. Ten
other trucks will be evaluated as to the applicability of the hard-
ware developed for the primary study vehicles. $500,000 of Federal
funds are being augmented by some $3'25,000 of industry cost sharing
to perform this effort. Final reports are to be finished before the
end of calendar year 1974 except for one contract which was delayed
in negotiations. (This final report will be available in the first
quarter of 1975).
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7.
Exhibit 18 is the information,supplied to prospective bidders regarding
the tasks to be performed in this truck and bus retrofit study. It is
evident that DOT is seeking technology answers to the problems of
typical vehicles but in addition we are seeking definative studies of
vehicles known to possess atypical noise problems. Accordingly, some
of the results expected from this effort will quite possibly delineate
a number of truck models which simply cannot be expected to be made as
quiet as the "typical" truck. From this information, the impact of
regulatory decisions should be much clearer for both the "typical"
heavy duty vehicle and the vehicles which may have to be prematurely
retired due to uncorrectable noisieness.
To facilitate dissemination of information resulting from these efforts,
the contractors are obligated to prepare service bulletins pertinent
to the test vehicles and to distribute these notifications to all
owners of record of the affected vehicles. We anticipate that these
service bulletins will establish a precedent in the industry which will
be followed by broad voluntary noise information dissemination by all
manufacturers to their customers.
Basic Engine Noise Reduction
\- For even longer term considerations, DOT has initiated procurement
activities to study the options available in reducing inherent diesel
-------
8.
engine noise thru engine design modifications. The efforts of the
Bureau of Mines (cited above) and the so called Quiet Trucks have
*
provided the initial information for this effort as well as options
to encapsulate engines for noise reduction purposes. This study will
delve more deeply into the basic mechanisms of noise radiation and
noise generation by diesel engines and the potential abatement
techniques applicable to present and future engine designs. This
will be a -three year laboratory and field test program which is
expected to cost on the order of $5j million. From this effort it is
anticipated that engine design parameters will be developed which
will provide a full option to the encapsulation techniques developed
in the previous DOT research and/or provide means to lover engine noise
beyond that achieved solely by engine shields and encapsulation if
such are needed.
Operator Noise Exposure
The Department of Transportation has exercised its safety responsi-
bilities in various areas effecting heavy duty trucks and buses.
One of these areas of responsibility includes regulating the noise
exposure of drivers of commercial vehicles. In keeping with the
authorization and direction of the Congress as expressed in the Noise
Control Act of 1972, DOT has carried out its programs of operator
noise exposure protection thru research and development to the
regulation stage. While these efforts are not deemed to ba directly
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9.
pertinent to the EPA request at hand (information on environmental
noise and research efforts regarding trucks) the following information
'is provided to ensure the awaredness of EPA regarding DOT regulations
on related matters which impact the industry and products to be
affected by the regulations contemplated by EPA.
In October of 1970 an advanced notice of proposed rule making by the
Bureau of Motor Carrier Safety regarding sound levels of commercial
vehicle cabs was issued. A field measurement and analysis effort was
undertaken the following summer by the Office of Noise Abatement to
ascertain interior sound levels and simplified test procedures.
Through the cooperation of Regular Common Carrier Conference and the
American Trucking Associations, sixteen trucks were made available
for testing. (Due to interest in community noise on the parts of the
truckers and the Department of Transportation, the exterior noise
levels were measured as well as the interior noise levels of the test
trucks).
Interior and exterior noise level data were acquired for a variety of
truck operating procedures which include: stationary low idle; sta-
tionary engine acceleration; stationary high idle (governed rpm); SAE
J366a acceleration; SAE J366a deceleration; and SAE J366a engine brake
deceleration. Sample measurements of typical over-the-road driver sound
level exposure were also reported.
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10. •
An analysis of the significance of the various tests and a recommended
enforcement procedure for interior noise level is reported in Exhibit
19. 'A ,methodology to relate the simplified procedure to driver
exposure and the hearing conservation criterion of the Occupational
Safety and Health Act is proposed.
Subsequently a Notice of Proposed Rule Making was issued by the Bureau
of Motor Carrier Safety on January 4, 1973 (Exhibit 20) based upon
the results of the above research to limit interior truck noise with
specific performance standards and compliance testing specified.
•
In house studies documented by BMCS (for example Exhibit 21) and
independent studies by MVMA confirmed the validity of the compliance
testing procedure relative to the desired exposure control. On
November 8, 1973, therefor the Director of the Bureau of Motor Carrier
Safety issued new Part 393.94 establishing maximum interior sound
level limits for newly manufactured and in service trucks and buses
operated in interstate commerce.
The BMCS has also undertaken research to relate noise and other com-
mercial vehicle environmental factors (vibration, heat, etc.)to driver
fatique, etc. A summary of this effort is presented as Exhibit 22.
Truck Tire Noise
The very first item of surface transportation noise research under-
taken by the DOT Office of Noise Abatement was a comprehensive study
of tire noise. DOT undertook this program in 1969 as the first phase
of its highway vehicle noise research because it had been determined
that: (1) tiro noise was sp^ed 'depan-dent res iltin? in it.~ ty-ir^lly
-------
11.
being the dominant high speed truck noise source; (2) Interstate
•highway construction progress has generated a continuing increase
in average truck speed; (3) tire noise to some degree is dependent
upon road surface (over which DOT has purview for safety reasons); and
(4) the majority of the remaining Interstate system to be'constructed
is in urbanized areas hence will adversely impact many people if
positive action is not taken to control tire noise. The course of
action taken was to enter into an interagency agreement with the
Vehicle Research Section of the National Bureau of Standards to
conduct pilot studies of auto tire noise (due to their heavy involve-
ment with auto tire safety standards for DOT).
From this pilot study it was determined that meaningful data could
be acquired using coast-by test procedures, but that the use of
existing laboratory "wheel" facilities to ascertain meaningful tire
noise data was not profitable nor was any subjective testing likely
to assist in evaluation of the problem. With this base of under-
standing and experience, DOT and NBS prepared a test plan for a
parametric examaination of truck tire noise thru field testing.
During this period of time the Vehicle Research Section was transferred
en mass from NBS to DOT and the tire noise program execution was
redirected by DOT to the Applied Acoustics Section of NBS.' No signi-
ficant disruption of the program was experienced by this transition
which was planned in anticipation of the organizational change.
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-L- .-
An excellent test area was made available at Wallops Island, V7\ by
the National Aeronautics and Space Administration. Test tires were
•provided gratis by' several trucking companies thru the good offices
of the American Trucking Assocations. UBS acquired the necessary
acoustic equipment, became familiar with its operation and conducted
initial tests at Wallops Island in 1970. Testing during the stunners of
1970 and 1971 resulted in the acquisition of the largest known data
base of truck tire noise. Exhibits 23 and 24 are the first of a
series of reports written based upon these data. These reports
document the variation of truck tire noise with: tire tread type;
vehicle speed; vehicle loading; tire wear; and to a limited degree
road surface, number of tires, and effects of water on the road surface.
Currently in preparation are several additional reports deriving frcn this
data base covering the subjects of: regulatory and use implications;
spectral and directivity characteristics of truck tire -noise; and
implications of the data in regards to the mechanisms of tire noise
generation. In addition, evaluation tests of candidate tires for
standard military procurement were evaluated and will be reported
within the second quartar of CY 1974.
A substantial number of professional society papers have been written
by DOT and NBS on the subject of tire noise. Representative papers
are included as Exhibits 25 and 26 - The findings of this program to date
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13.
are reflected in the EPA proposed Interstate Motor Carrier Noise
Regulations as explained in Exhibit 2.7. It is anticipated that the
'findings will also serve as the basis for tire noise product regula-
tions to be written by the California Highway Patrol in accordance
with Sections 27502 and 27503 of the California Motor Vehicle Code
(Exhibit 28) .
While the above tire noise efforts have quantified the important
factors pertaining to selective use of tires, road surfacing impli-
cations and regulatory implications, the matter of specific tire
noise generation mechanism would remain unanswered unless more specifc
research into this point were successfully conducted. Accordingly DOT
has awarded a four year $270,000 Grant to the North Carolina State
University to undertake a theoretical and experimental study of tire
noise generation. Through the first two years of this grant, tire
vibration (as opposed to air pumping or other turbulent" aerodynamic
phenomena) has been identified at the major source of truck tire
noise. Subsequent tasks have been planned which are necessary for
the design of quiet tires. These tasks are: isolation of tire
vibration and sound sources through coherence function analysis of
tire sound, vibration ,and road surface roughness signals; road surface
roughness measurement and modeling; and tire analytical vibration and
noise models. A status report thru August 1973 is presented as
Exhibit 29.
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14.
Testing Methodology
'In the various aspects of the DOT program of truck noise reduction,
numerous procedures of sound measurement and data presentation have
perforce been employed. The DOT has elected to use one coirr.on base
of testing throughout this program to ensure complete communications
with the various participants and to ensure comparability of results.
This common base has been the Society of Automotive Engineers Recom-
mended Practice J366a (or the latest version revised for editorial
reasons, J366b, Exhibit 30). As illustrated in Exhibit 19, the DOT
is very much attuned to the need to constantly review the adequacy of
present testing techniques. The sensitivity of J366a relative to
vehicle operation and/or microphone location was investigated and
reported noting that nowhere in our data were levels greater than
J366a plus 2dB recorded at microphone locations other than that
prescribed by J366a. The average difference in levels recorded 15
feet to either side of the SAE microphone location was 0. The average
levels 30 feet to either side of the SAE microphone location was 0 to
O.SdE lower than at the SAE microphone location. The ranges of data were
also small. A concluding statement therefore was made relative to
J366a that: "This data serves to substantiate the validity of the
SAE test procedure as a measure of maximum vehicle noise". Subsequent
to that study in 1971 we have, seen no data which would change our con-
clusions as to the validity of J366 within + 2dB or the ability of ar.y
-------
15.
of any other test procedure to diminish the band of uncertainty for
all vehicles to something less than + 2dB. Higher or lower test
speeds would be detremental to the process of reliably determining
maximum truck noise.
As noted above, we are presently preparing a report on tire noise
regulatory implications which will endeavor to provide supporting
information for California standards on truck tire noise. In this
effort leading up to the preparation of this report v/e have con-
cluded that tires need to be regulated in a totally separata fashion
from trucks. We further conclude that with the exception of sub-
stituting "fast meter response" for the stated "slow meter response",
SAE J57 is quite adequate for truck tire noise rating. SAE J57 is
enclosed as Exhibit 31.
In accordance with our views as to the scientifically sound and
practical approaches which exist for the specification and enforce-
ment of motor vehicle noise control measures, the Department of
Transportation undertook the sponsorship of a training program for
state and local officials concerned with this problem. In May and
June of 1973 the California Highway Patrol (CHP) conducted six, four-
day courses for us to convey the background and experience gained by
the CHP in developing and adopting legislation for the control of
motor vehicle noise and in developing and enforcing specific new
-------
16.
product and in service vehicle noise regulations. The Department of
Transportation also offered to make available basic instrumentation
'for the states to use in such enforcement programs as the states would
undertake following completion of the DOT/CHP courses.
A total of 212 state and local officials attended the training courses
at the Sacramento California Academy of the CHP. A few representatives
of the Environmental Protection Agency also attended as did other DOT
officials' and a few industry officials.
4
The course material and the tape/slide training aids provided each
attendee are enclosed as Exhibits 32 thru 35. The object of the
program was multifold however one primary objective was to determine
if indeed a well structured program, conducted by personnel possessing
extensive background 'and experience could effectively convey the
essence of vehicle noise enforcement techniques to a generally
*
uninformed group of state and local officials upon whom responsibility
for such enforcement would possibly be placed in the near future. As
the final report indicates, the program was an overwhelming success.
The' examination scores were raised from an average of 64.5% at entrance
to 91.3% upon completion of the course. A copy of the final report
by CHP is enclosed as Exhibit 36. This report has been edited to
preserve anonimity of the attendees thus permitting public disclosure
of the program results. (Upon written request, the DOT will make
available the names of attendees to EPA for official purposes).
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17.
Further in regards to measurement methodology, -the Department of Transportation
is initiating a program of roadside site categorization which will involve
the measurement of control vehicles and traffic at a number of represen-
tative roadside enforcement locations to categorize the acoustic effects
of such sites as are typically found adjacent to the nations highv/ays and
streets. This activity will lead directly into the compliance regulations
to be written by the Department under authority of Section 13 of the Noise
Control Act. Measurements during the summer of 1974 will provide pertinent
data for this activity leading to the development of initial compliance
regulations. This activity will in all probability be an on-going low
level effort to continually upgrade enforcement techniques permitting
enforcement measurements in more restricted spaces and accounting for
other factors which at present would rule out measurement sites.
*
In fiscal year 1975, in-house and contractor efforts will be arranged to
provide expanded training of Bureau of Motor Carrier Safety inspectors for
enforcement of the In-Cab Noise Regulation and the Interstate Motor Carrier
Noise Regulation. In addition, equipment to supplement that presently
available for BMCS inspectors will be provided for.
Highway Noise Models
Dating back to fiscal year 1970 the Federal Highway Administration has
supported the National Cooperative Highway Research Program Project III
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18.
for the development of information pertaining to highway noise and its
associated problems. This is a jointly funded effort with the Association
of State Highway Officials through the Highway Research Board and has to data
produced three pertinent reports which are NCHRP Reports 78, 117 and 144.
Each of these addresses the proposition of highway noise generation and
provides information for the highway designer to predict the noise to be
generated from the highway and" for the transportation planner to perform
his function appropriately in light of these predicted noise levels and
community reactions. Other activities within the Department have addressed
this problem and have developed highway noise prediction models. Under
contract to the Office of the Secretary of Transportation in 1970, Seren-
dipity Incorporated developed a sophisticated highway noise model taking
into account many factors as specific inputs which have been averaged in
the NCHRP models. Reference 37 is the highway noise volume of this study
*
of the magnitude of the transportation noise problem. References 38, 39
and 40 document the computer program as refined and used by DOT, TSC
and the short approximate method developed in house at TSC. On-going
effort has been directed to updating these models and to provide programs
for different computers to accept either the NCKRP 117 model (computer-
ization performed by the Michigan State Highway Department) or the
Transportation Systems Center model.
•
In many circumstances the topography is of such a complex nature as to
invalidate the generalized assumptions used in computer modeling hence
the use of small scale physical models has been applied on two DOT contracts.
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19.
In 1969 a contract- was .written with Ling-Temco Vought to study the scale
modeling problem of complex highway interchanges and to develop the sound
source and measurement methodology to permit reliable small scale mode-ling.
Corporate organizational problems resulted in the transfer of__ numerous key
personnel away from the project and adequate final reports have not been
prepared documenting this study. Subsequently the Massachusets Institute
of Technology -has had a DOT grant to study scale modeling of urban traffic
situations. Final reports are in preparation and should be available
before the end of calendar year 1974 documenting the results of this
interesting study of traffic flow in simulated urban canyons.
Highway Noise Standards
Section 136(b) of the 1970 Federal Aid to Highway Act specified that the
Department of Transportation Federal Highway Administration promulgate by
July 1, 1972 standards for highway noise levels compatable with different
land uses. Accordingly on April 26, 1972 the Federal Highway Administration
issued a advanced copy of its Policy and Procedures Memorandum ("PPM") 90-2
entitled Interim Noise Standards Procedures for Implementing 109(i) of
Title 23 United States Code. This was updated in February 8, 1973 by
final version PPM 90-2 entitled Noise Standards and Procedures, a copy of
which is enclosed as Exhibit 41. The development of these standards was
performed primarily in house with the assistance of consultants in the
employ of the Department of Transportation and under the auspices of
the Association of State Highway Officials.
-------
20.
To assist in the understanding and implementing of PPM 90-2 the Federal
Highway Administration made provisions for preparing a one-week training
course in the fundamentals and abatement of highway traffic noise. This
course was prepared under contract by the firm Bolt, Beranek and Newman
and initial courses were given under the leadership of BBSl'T. Subsequently
the same course is being made available throughout the Federal Highway
Administration Regional Structure and is being conducted by in "louse FEWA
employees with' a few day consultants. A manual that serves as a text bock
for the training course is enclosed as Exhibit 42.
The Highway Noise Standards and the training course are directed to those
location, siting and design aspects of highway construction which are
pertinent to the control of vehicular noise as it exists on todays highways.
The computer programs mentioned above also derive from empiric?.! measure-
ments on todays highways of todays vehicular noise levels, but adjustments
to reflect vehicular noise control can be made in these programs.
Other activities within the Federal Highway Administration program include
preparation of design manuals for the construction of highway roadside
barriers, and the exploratory research by the state of California Division
of Highways regarding the establishment of feasible noise levels for
construction and maintenance equipment related to highway construction.
-------
21.
A variety of Federal Highway Contracts and state research projects under
the .Highway Trust Fund allocation for Highway Planning and Research are
and have been underway relating to design features of highways to abate
existing highway noise. The state of California has completed a project
relating to traffic noise near highways and the effects of design and environ-
»
mental variables which includes the development and demonstration of highway
barriers near impacted residential areas. The state of Maryland has
undertaken a project relating to highway design and abatement of traffic
noise. The state of New Jersey has undertaken a program of community noise
measurements and a contract has been written by the Federal Kighv/ay Adminis-
;
tration with the firm of Bolt, Beranek and Newman for the development of
acoustic absorption surface materials which will explore the ramifications
of using sound absorbing material on existing highway noise barriers and
within tunnels. In addition, the Transportation Systems Center under
the Department of Transportation, Office of the Secretary has conducted
in house theoretical studies and is preparing a field measurement program
to evaluate the effectiveness of highway barriers relative to the line
source of noise generated by a stream of heavy flowing traffic. Other
activities involve the Western Region Federal Highway Administration field
force and the state of Colorado pertinent to the noise generated by
passenger car tires on varying road surfaces. The design implications of
tire/roadway interaction have been discussed above in the Truck Noise
-------
22.
Reduction Program and while the problem is somewhat different the results
of the truck and passenger car tire research have been carefully coordinated
and integrated insofar as the implications of highway surfacing are concerned
for both safety and noise.
Mass Transit Noise Activities
Within the broad area of mass transportation vehicles and systems develop-
ment, numerous activities are underway relating to advancing the state of
the art of noise control. As mentioned previously two transit coaches
are included within the DOT Truck Noise Reduction Program and in addition
a demonstration project by the Washington Metropolitan Area Transit
Authority (WMATA) completed in 1972 demonstrated that significant noise
reduction could be achieved in current "new look" transit coaches by the
application of noise control engineering. The WMATA quick and dirty
demonstration program illustrated the need to work on engine, exhaust,
intake and cooling system aspects of coaches to achieve such noise reduc-
tion. The demonstration did not include the development of practical
hardware to achieve these reductions as will be the case in the project
presently underway. Also currently underway is a low level effort by
MITRE Corporation to more closely examine the test procedures and specifica-
tion for community and passenger ncise levels associated with transit
coaches. The Department of Transportation Urban Mass Transportation
-------
23.
provides capital grants covering some 80% of all transit coach purchases.
This contract with MITRE Corporation is being conducted in conjunction
with the Society of Automotive Engineers Bus Koise Subcommittee.
Looking further to the future, the Department of Transportation is
presently developing technology for future transit coaches in the forty foot
urban design catagory. Three parallel contracts have been awarded to
undertake the 'development and demonstration of such coaches. Included
within the design goals and specifications are very progressive interior
and exterior noise level specifications. This program is presently in
the acceptance test and evaluation phase of the demonstrator transit
coaches produced by three suppliers—Rohr, Inc., General Motors Truck
and Coach and AM General Corporation. The portion of the twenty-three
million dollar total effort which is devoted to noise control is not
known, since noise is one of many integrated specifications for the
*
project. However, the attainment of the seventy-five dBA exterior maximum
noise goal will do much to forward the state of the art and is considered by
the Department of Transportation as a significant activity in the noise
abatement area.
Other systems development and exploratory efforts in the area of personal
rapid transit systems (PRT's) also include noise related activities as
a part of the advanced work necessary to determine the applicability of
-------
24.
such systems for future urban transportation needs. Contracts with Uniflow
and'Pullman Standard, for example include noise oriented activities related
to rail personal rapid transit design concepts. Some of the findings of
these basically systems study contracts may, however, be pertinent to more
conventional tracked rapid transit vehicles.and to future design specifi-
cations for systems implementation. Estimates as to the specific cost of
the noise related portions of these contracts are not provided since the
segregation of noise from other design and evaluation tasks cannot be
readily performed.
Another such activity is the so called dual mode technology development
within the mass transit area. A variety of activities exploring the
feasibility of integrating various modes of transportation to relieve
the dependance upon automobiles includes among other things environmental
compatability and hence a low level of in house consultation and contractor
effort in the noise area is included to assure noise compatability of such
systems.
In the area of rail rapid transit a concerted effort has been mounted to
address the problems of noise in the community and the noise environment
of riders and customers waiting in stations. In fiscal year 1972 and 1973,
measurement methodologies were developed to characterize the noise environ-
ment of rapid rail transit systems. The Massachusetts Bay Transportation
-------
25.
Authority Lines were used as subjects for measurement and exploratory study.
A final report is in preparation describing the noise climate of the MBTA.
Subsequently grants have been provided the New York Polytechnic Institute
and the University of Illinois to study the New York Transit Authority
and Chicago Transit Authority properties respectively along the lines of
the study previously conducted by TSC of the MBTA.
Request for proposals have been issued for similar studies of the Cleveland,
Philadelphia and San Francisco rapid transit systems. 'Contracts have been
let for studies of the development of wheel rail noise and vibration
control technology and development of the track and elevated structure
noise and vibration control technology with Bolt, Beranek and Newman and
Cambridge Collabrative, respectively. In 1974 the in-service test and
evaluation of state of the art noise control techniques will be conducted
including: resilient wheels in Chicago; station acoustical.treatment in
Philadelphia; resilient fastners in New York; and barriers in San Francisco.
The in-service test and evaluation program has as its overall objectives
the definition of cost and performance data of the various techniques as
well as the evaluation of each technique considering safety, maintainability,
etc., for application in future corrective programs and new systems designs.
Future plans call for the development and demonstration of combined appli-
cations of. known technology as well as heretofor unproven technology in
one or more transit authorities. The products of these efforts will feed
-------
26.
back through the cost and abatement documentation similar to that mentioned
previously for the MBTA, NYCTA, and the CTA studies. Thus an integrated
time phased program is well underway for the assessment of noise impact
of existing rapid rail transit systems and the means are at hand to begin
to identify and resolve environmental incompatabilities.
•
In addition to the research and demonstration program activities, very
important improvements and advancements are being made as a result of
progressive systems specifications being drawn for new transit systems
which are being developed with massive federal support. Examples include
the Bay Area Rapid Transit District, the Washington Metro System, the
Baltimore Transit System and the Atlanta Rapid Transit System. Such
specifications developed by the system consultants and approved by the
Department of Transportation exhibit incremental noise improvements with
time in these efforts. Estimates of the cost of such specifications cannot
*
be provided; however, the noise reduction contributions of such system
specifications will be significant.
Other programs such as the State of the Art Car and the development of
a screech loop at the Pueblo High Speed Test Center will add to the body
of information permitting continuous improvement in rapid transit noise
control.
-------
27.
Conventional Railroad and High Speed
Ground Inter-City Transportation
Prior to the passage to the Noise Control Act in 1972 conventional rail-
road noise complaints had ranked relatively low on the list of priorities
in the Department of Transportation as measured by the frequency or number
of-conmunity complaints and/or legal actions taken. The conventional rail
network is contracting rather than expanding and much of the land use
adjacent to conventional rail lines has long been established and has
acclimated to the noise of conventional railroads. Due to the desire of
railroads to have uniformity of control and in reaction to a growing body
of regulatory attempts by cities and states, the railroads lobbied for
inclusion of Section 17 in the Noise Control Act which requires the EPA
to establish standards for noise emission of railroad equipment and
facilities and for the Department of Transportation to write compliance
regulations. Accordingly, the Department undertook an accelerated program
of in-house measurements of railroad noise to explore the magnitude of the
problem and the means by which measurements and/or enforcement procedures
could be pursued. A number of measurements in the field were made of
conventional and high speed trains between Washington and New York and
New York and Boston which encompass conventional freight, conventional
passenger, Metroliner and Turbo Train. One report has been published
(Exhibit 43) and an article on Sound and Vibration Magazine has been
written based upon these data (Exhibit 44). In addition an exploratory
research measurement program of locomotive noise on a load cell facility
-------
28.
was undertaken to acquire baseline information on locomotive noise as a
function of throttle position and fan operating cycle. Measurements of
property line and specific source noise emissions were made during a
one-week period in the Argentine yards of the Atchison, Topeka and Santa Fe
Railroad in Kansas City. Extensive data were acquired reflecting the
property line noise levels as a function of noise source and operating mode..
These foregoing data were acquired in a cooperative venture to support the
EPA standards setting responsibility under Section 17 of the Noise Control
Act and will be published shortly in a report cited as Exhibit 45.
Currently under active pursuit is a extensive railroad noise research pro-
gram in cooperation with the Association of American Railroads. This
program will undertake the investigation of locomotive noise characteristics
under various operating modes with the prime objective of developing simple
but effective locomotive noise tests techniques. Also to be studied in
this program is the effect of multiple locomotive units and- propagation
across adjacent terrain to allow efficient and equitable enforcement of
EPA noise standards. Finally within the program,the demonstration of
retardej: noise barriers is planned.
The above railroad noise research program will be initiated in fiscal
year 1974 and will carry through fiscal year 1975 and portions
of fiscal year 1976. From this it is expected that simple and reliable
test techniques for evaluating railroad/locomotive noise, identification
-------
29.
of individual sources of locomotive noise, identification of site variables
pertinent to the measurement of locomotive/rail car noise, and demonstra-
tion of railroad retarder barriers to abate the excessive noise of these
facilities will be accomplished. Cooperation on the part of the nation's
railroads is anticipated through the gratis supply of equipment and operating
personnel. From this base of information more specific actions in the
future can be taken to identify the need to reduce railroad noise further
and the means by which such reductions, if recmired, can be made.
Also within the Department of Transportation program of exploratory
research and demonstration are activities associated with high speed inter-
city dedicated guideway type of transportation systems. Within these
engineering demonstration efforts, are a number of noise specifications
and specific noise abatement tasks. For example, the Linear Induction
Motor Research Vehicle which is a steel wheel rail/linear yiduction motor
propelled test vehicle operating at the Pueblo High-Speed Test Site, is
being subjected to evaluation of noise sources with emphasis on rail wheel
noise and if feasible, exploration of linear induction motor and reaction
rail noise generation. In conjunction with the Federal Republic of Germany
and their high-speed ground research program we anticipate acquiring data
from tests of German magnetically levitated vehicles centering on the
evaluation of aerodynamically generated noise of high speed vehicles.
•
Engineering development programs of a prototype tracked air cushion
-------
30.
vehicle will provide additional information on the noise generation -of air
movers for such vehicle, cushions, and once again linear induction motor
components. Noise specifications previously set for the PTACV have been
factored into the design. Evaluation and, if necessary, corrective measures
in future years will reveal significant findings regarding the peculiar
apparatus of such high-speed ground transportation vehicles.
-------
31.
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35.
INDEX
DOT SUBMISSION EXHIBITS
EPA DOCKET ONAC 74-2
1. DOT Truck Noise Reduction Program, internal DOT description
document, 26 pages plus reference page and nineteen figures
and tables describing the planned facets of the DOT Truck Noise
Reduction Program as of late 1972.
2. Close, W. H., article entitled "DOT's Four Point Program to
Reduce Truck Noise, Automotive Engineering Volume 81, Number
2, pages 26-39, Society of Automotive Engineers, February 1973,
New York, New York. (This is a summarized version of Exhibit 1.)
3, Statement of Work DOT Request for Proposal OS-20095 for Diesel
Truck Noise Reduction Project, Department of Transportation,
Washington, D.C., March 1972. (This describes the work to be
performed under the so called Quiet Truck Program.)
4. Kaye, Michael C., et al, Truck Noise IIIA Preliminary Noise
• Diagnosis of Freightliner Datum Truck-Tractor, Report Number
DOT-TST-73-6 May 1973, Department of Transportation, Washington,
D.C. (First in a series of reports eminating from the so called
Quiet Truck Program.)
5. Kaye, Michael C. and Ungar, Eric E., Truck Noise IIIB Acoustic
and Performance Test Comparison of Initial Quieted Truck with
•
Contemporary Production Trucks, Report Number DOT-TST-74-2
September 1973, US Department of Transportation, Washington,
D.C. (Second in the series of reports under Contract 20095).
-------
36.
6. Averill, Dwight and Patterson, W. N., the Design of a Cost
Cost Effective Quiet Diesel Truck, SAE Paper 730714, presented
at the West Coast Meeting, Portland, Oregon August 20-23, 1973.
Available from Society of Automotive Engineers, Inc., New York,
New York.
7. Staadt, Richard L., Less Noise from Diesel Trucks, SAE Paper
730712, presented at the West Coast Meeting, Portland, Oregon
August 20-23, 1973. Available from Society of Automotive
Engineers, Inc., New York, New York.
8. Thompson, J.W., An Engineering Approach to Diesel Truck Noise
Reduction, SAE Paper 730713, presented .at the West Coast Meeting,
Portland, Oregon, August 20-23, 1973. Available from Society
of Automotive Engineers, Inc., New York, New York. (Exhibit
6,.7-and 8 are first public summations of the R&D phase of the
Quiet Truck Program reflecting the progress of the Freightliner
Corporation, International Harvester and the White Motor Company,
respectively.)
9. Averill, Dwight and Patterson, W.N., the Design of a Quiet Diesel
Truck, Noise Con 73 Proceedings, pages 50-55, October 15-17, 1973.
Institute of Noise Control Engineering, Washington, D.C.
10. Landis, E.E. , International Harvester's Approach to Diesel
Truck Noise Reduction, Noise Con 73 Proceedings, pages 56-61,
*
October 15-17, 1973. Institute of Noise Control Engineering,
Washington, D.C.
-------
37.
11. Wheeler, Donald, E., White Motor Approach to Diesel Truck Noise
Reduction, Noise Con 73 Proceedings, pages 62-67, October 15-17,
1973. Institute of Noise Control Engineering, Washington, D.C.
12. Shrader, J.T. , Cooling System Noise Reduction on Heavy Duty
Trucks, Noise Con 73 Proceedings, pages 68-73, October 15-17,
1973. Institute of Noise Control Engineering, Washington, D.C.
13. Towers, David A., et al, Diesel Truck Engine Enclosure, Noise Con
73 Proceedings, pages 74-79, October 15-17, 1973. Institute of
Noise Control Engineering, Washington, D.C. (Exhibits 9-13
represent summary disclosure papers of the so called Quiet Truck
Program presented to the acoustical fraternity,}
14. Installation Status DOT Fan Clutch Program as of March 25, 1974,
1 page listing fan clutch manufacturer, number installed, truck
type, fleet location and type of operation.
15. Hunt, Raymond E., Kirkland, Kenneth C. , Reyle, Stanley P,
Truck Noise VIA, Diesel Exhaust and Air Intake Noise, Report
DOT-TSC-OST-73-12 July 1973, US Department of Transportation,
Washington, D.C.
16. Donnelly, Thomas; Tokar, Joseph; & Wagner, Wayne, Truck Noise VIB
A Baseline Study of the Parameters Effecting Diesel Engine
Intake and Exhaust Silencer Design, Report Number DOT-TSC-OST-
73-38 January 1974, US Department of Transportation, Washington,
•
D.C. (Exhibits 15 and 16 reflect the final reports of muffler
performance testing by Stemco Manufacturing and Donaldson Company
giving engine/tauffler combination performance by brand name ar.d
part nuiLbor ::er J3G6 test procedures.)
-------
38.
17. Rowley, D. , Priadka, N. , State of the Art of Present. Day Intake
and Exhaust Systems, Noise Con 73. Proceedings, pages 80-85,
t
October 15-17, 1973, Institute of Noise Control Engineering,
Washington, D.C. (Summary version of Donaldson nuffler perform-
ance research contract noted above in Exhibit 16).
18. Request for Proposal Number TSC/TMP-0134-WB, US Department of
Transportation, Transportation Systems Center, Cambridge, Mass.,
dated March 23, 1973. (Request for Proposal regarding the Truck
and Bus Retrofit Study.)
19. Close, William H., Clarke, Robert M., Truck Noise II, Interior
and Exterior A-Weighted Sound Levels of Typical Highway Trucks,
Report OST/TST-72-2 July 1972, US Department of Transportation,
Washington, D.C. (Final Report of tests at Wallops Island,
Virginia to ascertain interior and exterior noise le"sl of in
service trucks made available by the American Trucking Associa-
*
tion and to explore sensitivity and comprability of various
test procedures.)
20. Motor Carrier Safety Regulations, Part 393, Parts and Accessories
Necessary for Safe Operation Vehicle Interior Noise Levels.
Final rule promulgated by the Bureau of Motor Carrier Safety
establishing test procedures and enforcement levels for the
safe interior noise level exposure of drivers relative to
established hearing conservation criteria signed October 31,
1973, US Department of Transportation, Washington, D.C.)
-------
39.
21. Seiff, Henry E., Enforcement of Federal Motor Carrier Noise
Regulation, Noise Con 73 Proceedings, pages 72-47, October
15-17, 1973. Institute of Noise Control Engineering, Washington,
D.C. (Public explanation of interior noise level regulation to
be promulgated later that month and summation of data acquired
in final phases of determination of levels and validity of
test procedures).
22. Work.Statement, Contract DOT-HS-241-420, "Vehicular Stresses
Leading to Degradation of Driver Performance in Trucks, Buses
and Passenger Cars", being performed by Human Factors Research,
Inc.
23. Anon Truck Noise I Peak A-Weighted Sound Levels Due to Truck
Tires, Report OST-ONA-71-9 September 1970, US Department of
Transportation, Washington, D.C.
24, Leasure, William A., Jr., et al, Truck Noise I Pe,ak A-Weighted
Sound Levels Due to Truck Tires—Addendum, Report Number OST/
TST-72-1 July 1972, US Department of Transportation, Washington
D.C. (Exhibits 23 & 24 present a compilation of data acquired
by the National Bureau of Standards for DOT during two summers of
testing of truck tire noise levels at Wallops Island, Virginia.)
25. Close, William H., Truck Tire Noise: User Implications, Noisexpo
73 Proceedings, pages 67-72, September 11-13, 1973, Chicago, 111.
Copies available from Noisexpo, Bay Village, Ohio.
26. Leasure, William A., Jr. and Bender, Eric K. , Tires—Road Inter-
action Noise, paper to be published in the Journel of the
Acoustical Society of r-r.orica, '^rcp-ircd ur.dor tho aurpl.^s 01
the ASA Coordinating Committee on Motor Vehicle ::oi^.o.
-------
. 40.
27. Foster, Charles R., Statement Before EPA Public Hearing
. on Interstate Motor Carrier Noise Regulations, March 21, 1974,
Washington, D.C. (18 pages plus references and nine figures
delineating the Department of Transportation position relative
to the adequacy of technology and other factors pertinent to
the establishment of proposed regulations on Interstate Motor
Carrier Noise Levels in Operation.)
28. State of California Motor Vehicle Code Sections 27502 and 27503
pertaining to the establishment by California of noise standards
for tires relative to the sale of such tires. (This section
requires the Commissioner of the California Highway Patrol to
consider recommendations of the US Department of Transportation
before developing independent standards on tire noise.)
29. Reiter, William F., Jr., Investigation of Vibration in Truck
Tire Noise Generation, August 1973, Publication of the Center
•
for Acoustical Studies, Department of Mechanical and Aerospace
Engineering, North Carolina State University. (Compilation of
results through August 1973 of DOT Grant to North Carolina
State University relative to the Analytical and Experimental
Determination of Important Parameters of Tire Noise Generation.)
30. Society of Automotive Engineers, Inc., Standard J366b entitled
Exterior Sound Level for Heavy Trucks and Buses.
•
31. Society of Automotive Engineers, Inc. Recommended Practice J57,
Sound Level for Highway Truck Tires. (Exhibits 30 & 31 reflect
consensus standards relative to the determination of sound
levels for trucks, buses and truck and bus tires, respectively.
-------
41.
32. Department of Transportation, Vehicle Noise Enforcement,
Volume 1 (black notebook) of course curriculum material
provided during DOT/CHP Training Program on Highway Noise
Enforcement, May & June 1973, Sacramento, California.
33. US Department of Transportation Vehicle Noise Enforcement,
Volume 2 (blue notebook) back-up information provided during
training program in Sacramento including manufacturer muffler
catalogs and other pertinent data.
34. Vehicle Noise Enforcement synchronous tape/slide package for
administrators (carousel containing 122 slides, cassette tape and
script).
35. Vehicle Noise Enforcement synchronous tape/slide package con-
taining 140 slides in carousel plus cassette tape and script
for instructors. (Exhibits 34 & 35 were training aids prepared
for attendees at the DOT/CHP Training Program heid May & June
1973 in Sacramento, California for state and local government
officials).
36. California Highway Patrol Final Report, Vehicle Noise Enforcement
Training Program, August 15, 1973, prepared for US Department
of Transportation, Washington,1 D.C. (Final Report of the Training
Program conducted by California Highway Patrol for the Department
of Transportation illustrating clearly the effectiveness of the
four day training program which raised the average understanding
of state and local officials from a score of loss than 2/3 to
91% in written examination performance.)
-------
42.
.37. Anon, A Study of the Magnitude of Transportation Noise
• Generation and Potential Abatement, Volume IV Motor Vehicle/
Highway Systems, US Department of Transportation Report
OST-ONA-71-1, Serendipity, Inc., November 1970.
38. Kwize, V.J., etal, Users Manual for the Prediction of Road'
Traffic Noise - Computer Program, US Department of Transpor-
tation Report DOT-TSC-351-1, Bolt, Beranak and Newman, Inc.,
May 1972.
39. Wesler, J.E., Manual for Highway Noise Prediction, US Depart-
ment of Transportation Report DOT-TSC-FHWA-72-1, March 1972.
40. Wesler, J.E., Manual for Highway Noise Prediction (Short
Version), US Department of Transportation Report DOT-TSC-
FHWA-72-2, March 1972.
41. Federal-Aid Highway Program Manual, Volume 7 Chapter 7 Section 3,
Noise Standards and Procedures, US Department of Transportation,
Federal Highway Administration, Washington, DC (latest revision
February 20, 1974)(This section was formerly known as Program
and Procedures Manual 90-2).
42. Anon, Fundamentals and Abatement of Highway Traffic Noise
(Textbook s Training Course), US Department of Transportation-
Federal Highway Administration by Bolt, Beranek & Newman, Inc., 1973.
-------
43.
43. Rickley, E.J., etal, Wayside Noise and Vibration of High
. Speed Trains in the Northeast Corridor, US Department of
Transportation Report DOT-TSC-OST-73--18, September 1973.
44. Close, W.H. and Athinson, T., "Technical Basis for Hlotor
Carrier and Railroad Noise Regulations", Sound and Vibration
Magazine, October 1973 pp 28-33.
45. Rickley, E.J., etal, Noise Level Measurements of Railroads:
Freight Yards and Wayside, US Department of Transportation
Report DOT-TSC-OST-73-46 (to be published).
-------
44.
U. S. ARMY TANK AUTOMOTIVE COMMAND
VEHICLE NOISE CONTROL PROGRAM
The TACOM Noise Control Program is divided into two projects:
Conformance with Regulatory Requirements and Vehicle Signature Reduction.
"Both arc: i"iricied by the^lrmyTvlatefTeTTJoTTimand under The Tank, and Automotiv
Technology Effort and are classified within the Department of Defense as
Exploratory Development Projects.
A. Conformance with Regulatory Requirements
The objective of this effort is to measure and reduce noise levels -of all
military vehicles that fall within the j urisdiction of military and commercial
noise standards. Both interior and near field exterior noise emissions are
considered. The following standards are among those that are addressed;
TITLE
MIL STD 1474
(MI) Noise
Limits for Army
Materiel
TB251
Public Lav/
92-574 Noise
Control Act
of 1972
MIL H 46&55
Human lingr
Request for
Military Systems
MIL STD 1472
Human Engr
Design Criteria
DOT rropo-^-d
Highway Noise
Standard
SOURCE
Army
Army
Federal
Army
Army
Federal
PORTION OF THE VEHICLE AFFECTED
INT
EXT
X
T A BIL IT Y
X
X
X
X
X
X
X
-------
45.
PORTION OF THE VEHICLE AFFECTED
TITLE SOURCE INT EXT NQNDETECT ABILITY
Federal Motor Federal X
Carrier Safety
Regulation
Occupational Federal X
Safety & Health
Act (OSHA)
The conformance with regulatory requirements effort was initiated in FY73 when
$5Q, QOO was allocated.. The following outline represents a distribution of these
resources, and the work accomplished;•
1. $40, 000 utilized in-house to support approximately 10/12 man year
of effort.
(a) AMC Working Group on npise formulated MIL STD 1474.
(b) Existing military vehicle noise test data was compiled and
additional "quick" tests were run at YPG.
(c) Two TACOM reports published.
(1) 11314 "A Survey of Research in Noise Pollution Reduction
Applicable to Military Vehicles".
(2) 11710 'Test Results, US Army Ground Vehicle Noise Studies,
Yuma Proving Ground".
(d) Coordination effort on interior noise including developmental
measurements and noise reduction cost estimates on M551, M746, M123,
M578, and M114 vehicles.
(e) Worked with other TACOM agencies to establish the following
ranking pf vehicles requiring measurement of interior and exterior noise emission.
(1) M35A2 Cargo Truck
(2) M818 Tractor Truck-
(3) M813 Cargo Truck
-------
(4) M817 Dump Truck
(5) M151A1 Jeep
(6) M561 Gama Goat
(7) M746 Heavy Equipment Transporter
(8) M520 Cargo Goer
(9) M559 Tanker Goer
(10) M553-Wrecker Goer
2. Transferred $10, 000 to TECOM-APG for a MIL STD 1474 interior and
exterior noise measurement of 3 new samples each of M151A2 and M561 vehicles
(this was a "piggy back" measurement on a vehicle product assurance test).
3. An additional $165, 000 obtained through another TACOM Division for
truck engine noise reduction work (DA Project 1G563621DG07) was utilized as
follows:
(a) An $83, 645 contract was awarded Eckel Corporation for the
construction of a semi-anechoic test facility.
(1) Noise measurements on vehicles, engines and transmissions
may be accomplished in this facility.
(2) The facility will accommodate vehicle sizes up to and including
the 5-ton M809 series truck.
(b) $75, 000 was utilized for instrumentation (noise measurement
equipment for the chamber).
In FY74, $270, 000 was allocated for this effort. These funds were
distributed as follows:
\
1. A TECOM noise measurement test of military fleet vehicles was
initiated using MIL STD 1474 test criteria.
(a) Test location - Aberdeen Proving Ground
(b) 5 vehicles each of 7 types were tested.
-------
47.
(1) M151A1
(2) M561
(3) M35A2
(4) M35A2C
(5) M818
(6) M813
(7) M817
(c) Funding level: $53, 400
(d) Duration of test: July 1973 - July 1974
2. Contract - Isolate and measure component noise emission on one
JVI813 5-ton Cargo Truck.
(a) Funding level: $9,000
(b) Duration of Test: July 1973 - August 1973
(c) Contractor - Cummins Engine Company
3. Joint TACOM-DOT Noise emission measurement of NDCC and new
military tires.
(a) .Test location: Wallops Island, Virginia
(b) Funding level: $20,000
(c) Duration of test: July - September 1973
4. Contract - Noise reduction of M813 5-ton Caigo Truck by selective
reduction of vehicle components.
(a) Funding level: $23,000
(b) Contract duration: September 1973 - June 1974
(c) Contractor - H. L. Blachford, Inc.
-------
48.
5. Contract - Modification of Mobile Laboratory Van to facilitate
installation of new noise measurement equipment.
(a) Funding level: $32,481
(b) Contract duration: December 1973 - July 1974
(c) Contractor - PSI Inc.
6. $100, 000 utilized in-house to support 2 man years of effort.
(a) Contribution to MIL STD 1474 revision.
(b) In-house support of measurement and suppression of noise on
several types of high mobility tactical vehicles.
(c) Coordination of contract efforts.
B. Vehicle Signature Reduction
The objective of this effort is to improve the survivability of combat vehicles
through the reduction of their far field noise emission spectra. Emphasis is
placed on those sounds detectable at extended ranges. This effort was initiated
in FY71 when S50, 000 was allocated for a one man year effort. This funding
level was continued through FY72. In FY73, the funding was increased to
$100, 000 all of which was utilized in support of the following in-house programs:
1. $50, 000 utilized to assist PM REMBASS by providing data reduction and
a report on a classified signature program.
(a) Noise signatures were measured and recorded on:
TRACKED WHEELED AIRCRAFT
.M60
M551
M113A1
M114
M578
M109
PT76
M151A2
M35A2
. M813
M561
GAZ59
ZIL157
UH1H
CH46
T33
C130
(b) TACOM Report 11761, Military Vehicle Signature Collection and
Classification Program, Piuse II, was published.
-------
49;
(c) Previously obtained data on combat vehicles was analyzed
to determine the attenuation of various frequencies of the noise signatures
with distance.
(d) Transcription and transmittal of vehicle noise data tapes
to NADC, RADC, MERDC, and WHS was accomplished.
2, $50, 000 was utilized for support of other in-house programs.
(a) ARSV (Scout) contractor tests of and plans for
reducing exhaust system noise were reviewed and recommendations trans-
mitted to the Project Manager.
(b) Evaluation and reduction of noise sources on the M561
Gama Goat was partially accomplished (continued in FY74).
(c) As the Research and Engineering Directorate prime
proponent for noise reduction, disseminated information to and answered
technical inquiries from other TACOM organizations.
In FY74, $90, 000 was provided in support of this effort. These funds
were distributed as follows:
1. $37, 000 in-house support of 3/4 man year of effort.
*
(a) Provided assistance to Project Managers on noise input to
vehicle specifications.
(b) Performed noise field tests on HET-70 and M520 Goer pilot
vehicles.
2. Contract - Military vehicle track modeling noise and vibration study
(a) Funding: $28,000
(b) Duration: July 1973 - August 1974
(c) Contractor:/Bolt, Beranek &. Newman ^ Chicago
3. Contract - Compute?T!6TirclafI!OT1'JIS6'f1!Veh'icle Dctectability Distances
with Levels of Noise Energy Emission in Discrete Frequency Bands
(a) Funding: $29,9-10
^g&tf- - W^* r'
-------
50.
C. Program Objectives FY75-78
1. Continue TECOM-APG Vehicle Noise Measurement Piogram.
2. Isolate and measure component noise on all offending vehicles
measured under A.
3. Conduct cost effective noise reduction work on offending components
measured under B.
4. Continue liaison with other government and commercial organizations
.involved in noise standards and noise reduction.
5. Continue work with Army Vehicle Project Managers and engineers on
new vehicles under development and on vehicle product improvement programs.
6. Investigate computer modeling techniques for prediction of component
noise contribution to the total vehicle noise output and for prediction of vehicle
aural security distances.
-------
31.
EPA Surface Vehicle Noise RD&D Programs
1. Interstate Motor Carriers.
a. A contract effort with Wyle Laboratories was undertaken
in June of 1973 to conduct a cost and technology assess-
ment of the motor carrier industry in regard to noise
abatement applications. The contractor was to review
all major noise emitting operations of interstate motor
carriers and describe them. This description was to
include but not be limited to a characterization of
the noise profile, and an estimate of the number of people
impacted by the noise and an assessment of how these people
are impacted. In describing the technology available to
retrofit interstate motor carriers for compliance with
varying degrees of noise control, cost estimates
made of each level of noise control achieved.
The final report on this contract is due EPA on
September 27, 1974. The cost of this contract was $130,000.
. b. The services of Bolt Beranek & Newman were obtained through
the basic ordering agreement procedure for direct analysis
work on the dockets submitted during the development
of the interstate motor carrier regulation. No specific
reports were produced as a result of this contract effort.
-------
52.
- 2 -
The output from this effort was in terms of memoranda
on a continuing basis during the period of the contract.
Value of the BOA for this effort was $40,000.
Interstate Railcarriers.
a. Bolt, Beranek & Newman was awarded a contract to assess
the technology and cost of retrofit of the interstate
. rail carrier fleet for compliance with various noise
control levels as determined by the availability of
technology. This contract included an assessment of
available technology and the cost incurred to apply
those specific elements of available technology.
Also, this contract involved an analysis of the impact
on the population of railroad noise and the incremental
changes in that impact as projected result of technology
application to rail road noise sources. A series of draft
reports were prepared by the contractor and submitted to
EPA for review. The result of this study in major part
was included in the background document prepared by the
Agency and made available to the public at the time of the
, publication of the proposed railroad regulation. This
i
contract effort is now complete and the level of funding
was $134,000.
b. As result of additional effort required to refine the data
base in support of the proposed rail carrier regulation, BBN
was contracted through the basic ordering agreement they have
with the Agency to do additional specific work on the applica-
-------
53.
- 3 -
tion mufflers to the in-use locomotive fleet and to assist
with the analysis of the railroad docket. This effort
is still underway although several informal memorandums
including additional data have been submitted to the Agency
some of which was included in the background document
published in support of proposed rail carrier regulation.
The amount of this contract effort was $40,000.
c. The National Bureau of Standards through interagency
•
agreement conducted a series of studies on railroad noise
emission levels and has published a joint EPA/NBS report
on the results of their study. The level of funding for
this study was $25,000.
3. New Medium and Heavy Duty Trucks.
a. Wyle Laboratories was contracted to conduct an initial
assessment of the cost and technology required to
produce new trucks at varying levels of noise emissions.
This is an initial state-of-the-art study to assess the
technology that was available to reach various noise levels
and to provide cost estimates representing the application
of this cost technology.' This study has been completed
and a final report is available. Cost of this study
was #n, ooo .
b. Bolt, Beranek & Newman was contracted by this Agency to
continue the work in technology and cost assessment initiated
by Wyle Laboratories in refining the data base upon which
the medium and heavy duty truck regulation could be developed.
-------
54.
. - 4 - ' . '
This effort involved a more detailed look at the technology
of available and specific cost estimates to apply that
technology. This effort -was conducted in conjunction with
the economic analysis contract by A.T. Kearney mentioned
• below to provide a total assessment of potential regulatory
levels of noise control on the industry and to form a basis
>
for the Federal regulatory action. This contract is
completed. A draft report was published in January 1974,
and final report is pending receipt by the Agency at this
time. The amount of this contract effort was *ltO,ooo
c. A. T. Kearney was contracted by this Agency to do an in
depth economic analysis based on the cost estimates of the
BBN contract of the impact of various strategies of noise
control on medium and heavy duty trucks. This analysis
included both domestic and import/export impacts as a
result of various noise control strategies. This contract
has been completed. Several draft reports have been
submitted, although the final report is still pending
receipt by the Agency. The amount of effort in this contract
was $4t,«fc>0.
d. The National Bureau of Standards through interagency agree-
ment was asked to assess measurement methodologies which
had highest potential for use in a noise control regulation
for medium and heavy duty trucks. The final report of this
study has been completed and is available from either NBS
or EPA. The amount of resources in this study was $10,000.
-------
UNiTt-.B £?TAT~.' '}-:r-sARTMK:NT ''.••" AGRICULTURE
i, D. C. £0250
54.
Mr. Stan Durkee
Environmental Procccti ~-u Agcncv
Office of Noise Abat-m.-n.t ;--nd Control
C ry s tal Mall ff 2, Ro o1 r 11 i 6
LWashington, n
. C. 20-160
4000
SEP 5
Dear Mr, Durkee;
c
Dr. David J. Ward, Aci-irj^ Coordinator, Environmental Quality
Activities, has raquepfci-d :\e For-.st Service, USDA, to supply
you with additional inf': ."nvVion or, our current rroise abatement
.programs.
1. Legislative ao-)io:-ity for Forest Service, programs was
established by the foj'^v.-irg laws*
a. Mc£v"et:;>.;; -^fcNa ry Research Act of May 22, 1928,
(45 Stat, 699), *s an-in.dcd and supolcmented (16 USC 581a - 5811,
5811-1).
b. A^riculL'.ir-1 Experi.r,_-\ent Stations Act of August 11,
1955, (Hatch Act - 7 USC .? jia - Soil),
c. Cooperative Forestry Research Act of October 10,
1962, (Mclntirp-SLermi.. p-.o^ram - Public Law 87-788; 16 USC
582a - 582a -7).
d. V/h.ittnu ^ct of April 6, 1956, (Public Law 84-473;
16 USC 5811 - I).
e. Public Lr.v \;-?34 (42 USC 1S81 - 1893) and Public
Law 89-106 (7° r.i?t. -.I."1, i }.
-------
55.
2. The broad mission and objective of the Forest Service is
to rnanage and enhance the value of our National Forests for the
benefit-, of all of our citizens. Forest Service Research is to de-
velop the knowledge and technologies required to accomplish this
mis^on for all of America,1 s forests and related lands. The
Forest Service noi.se abatement programs are directed to improving
both our living and working environments (a) by effectively using
tree» and shrubs in the reduction of outdoor noises and (b) by
systematic development efforts directed tov/ard reducing vehicle
and equipment noise levels.
3* The use of trees and shrubs in noise abatement. Currently
this program is being carried out at Lincoln, Nebraska, in coopera-
tion with the Department of Engineering Mechanics, University of
Nebraska. It is supported by a cooperative grant of $20,000 (FY 74)
to Dr. David I. Cook. It is the purpose of this study to determine
means for controlling intrusive noise by combining trees and shrubs
with land-forms or other solid barriers. The combined use of solid
barriers and plant material provide a usable and practical approach
for reducing noise levels under a number of conditions. This study
will develop guidelines for intrusive noise control. Additional studies
of this type are not planned following completion of the current series
of investigations.
Publications since last report:
Van Ha verb eke, D. F. , and D. I. Cook. 1972. Green
mufflers. American Forests 78(11): 28-31.
Van Ha verb eke, D. F. , and D. I. Cook. 1974. Part I.
Studies in noise pollution reduction. American Nurseryman (June 1).
2 p.
Van Haverbeke, D. F. , and D. L Cook. 1974. Part II.
Suggested plantings for reducing noise pollution. American Nursery-
man (June 15). 2 p.
-------
56.
4. Development efforts toward reducing vehicle and equip-
ment noise Invcls. This program is being carried out at t3ie
Equipment Development Center, San Dimas, California (1 SMY)
with current expenditures of: FY 74, $25,000; and FY 75, $39,000.
Equipment development efforts are directed toward reducing tne
noise level.of equipment used in and about forested areas both for
improving the environment and for the improved health and safety
of forest workers.
This is an on going-program of the Forest Service and
funding is expected to remain at about this level in the future.
Special equipment for this prograrfi is currently available at the
San Dimas Equipment Development Center.
Publications since last report:
Harrison, R. T. 1974. Snowmobile noise. Equipment
Development and Test Report 7120-5. Forest Service, USDA.
48 p.
Harrison, R. T. 1974. Sound propagation and annoyance
under forest conditions. Equipment Development and Test Report
7120-6. Forest Service, USDA. 35 p.
Anonymous. 1974. Hearing protection for off-road
vehicle operators. Equip Tips. Forest Service, USDA. 3 p.
Anonymous. 1974. Protect your hearing! Equip Tips.
Forest Service, USDA. 10 p.
If the Forest Service can be of further assistance to you, please
do not hesitate to call on us.
M. B. DICKERMAN
Deputy Chief
Enclosures
-------
57.
UNITED STATES DEPARTMENT OF AGRICULTURE
COOPERATIVE STATE RESEARCH SERVICE
WASHINGTON, D.C. 20250
OFFICE Of THE ADMINISTRATOR
OCT 3 1974
SUBJECT: Research on Noise
TO: Stan Durkee, Environmental Protection Agency
•
-v
Attached is the response to a memorandum of August 27, 1974
from David J. Ward, Acting Coordinator, Environmental Quality
Activities, USDA for information on CSRS noise control
research. If additional information is required, you may
call Dr. A. E. Wylie, 447-7854.
R. L. LOVVORN
Administrator
Enclosure
cc: D. J. Ward
-------
58.
Cooperative Stite Kcsearcr1 Service
October 2, 1974 "
1, Legislative Authority
The legislative authority for research is the Hatch Act, PL 84-352 as
amended, the Kclntire-Stenm's Act, PL 87-783 and PL 89-1C6. Legislative
requirements are establishment of programs of research in agriculture and
in forestry in the several states and in Puerto Rico, Guam and the Virgin
»
N Islands and partial funding thereof through appropriations to the States
and to USDA and provision of grants to facilitate work of the Department.
2. Program
A. Objectives
Research on noise is supported as individual scientists or engineers
submit projects that are approved by CSRS. The Director of the
Agricultural Experiment Station, the Administrative-Technical Representati
of Forestry Schools where the research is located is responsible for
allocations of CSRS administered formula funds to approved projects.
Grant funds are allotted to projects generated again by university
scientists.
The CSRS program for noise research is to encourage research activities
that are sound from the standpoint of science and engineering; review •
projects submitted for funding approval; and coordinate research
activities among the States and with other USDA research programs.
t
B. Progran-^atic Areas, Planning
Identify problem area in area of responsibility which necessitated
-------
59.
2
authorized for research, investigations, and experiments basic to the
problems of agriculture and forestry in its broadest aspects and such
Investigations as have for their purpose the development and improvement
of the rural home and rural life.
The processes of research planning are carried out by administrators of
the State Agricultural Experiment Stations, and Forestry Schools, Colleges
of 1890 and Tuskegee Institute and CSRS and their staffs and other advisors.
They challenge scientists to solve fairly broad problems. Scientists
>.
respond by developing proposals for specific projects to meet these needs.
j In the process, the scientists challenge the analyses and priorities of
| the administrators so that in the mix of events, current and solvable
• ; problems are identified.
3. Specific Projects
Delaware State Change in Air Pollution and Noise After the
Dover, Delaware Introduction of Plant Material
' N. H. Dill Grant 216-15-109; 6/7/72 to 6/6/77
University of Noise and Vibration of Off Road Equipment */
Illinois, Urbana Project #10-0327; 01-07-70 to 30-06-75
R, R. Yoerger
Kansas State Univ. Effects of Environmental Stress on Large Animals
Manhattan, Kansas Project #801; 01-07-70 to 30-06-75
D. L. Ames
Univ. of Kentucky Noise Control in Woodworking Industry
Lexington, Kty Project #610; 01-07-73 to 30-06-78
R. C. Tang
Louisiana State Univ. Timber Harvesting System in the Gulf South
Baton Rouge, La. Project #30723; 21-08-68 to 30-06-75
R. W. McDermid
if
North Carolina State Man-Machine Compatibility in the Design of
Univ., Raleigh, N.C. Agriculture Machinery
C. W. Suggs Project #3119; 27-10-61 to 30-06-76
-------
60.
Clemson University
Clemson, S. C.
M. H. Boone
The Effect of Noise Pollution on the Fowl
Project #945; 01-07-70 to 30-06-74
4. Estimated Current Budget (FY 1974)
State
Delaware
Illinois
Kansas
•s.
Kentucky
Louisiana
%
N. C.
S. C.
Number
(Grant) 216-15-109
10-327
801
610
30-723
3119
945
CSRS Admn Funds
(Thousands)
1974 Est.
30
1
7
8
10
5
5
7
72
Total Funds
(Thousands)
•1974 Est.
30
22
23
21
15
39
11
161
5.,Research Results
Research results are disseminated in various journals, periodicals,
bulletins, seminars, and symposia; agricultural and forestry research
scientists and engineers also have good working relationships with
specialists in the State and Federal extension offices.
-------
(.JVfl)
. . . RESEARCH PROPOSAL ABSTRACT . .
Evaluation of Community Noise Impact from Construction and Stable Operation
of a Nuclear Power Generating Station. • (
Abstract .
The problem is the increase in community noise levels associated
with najor construction projects and the operation of industrial
plants. Prediction of noise impacts, both short-range (construc-
tion) and long-range (plant operation), is a requirement for en-
vironmcrtrl irpact assessment. Such impacts have not been mea-
sured directly, so that predictions are now based on tenuous
assumptions. . "
A project is proposed vhich vould provide preconstruction baseline
noise data, noise data associated Xv'ith the entire construction
period, and finally noise data of the completed, operational plant.
Sound level data will be collected at multiple points on the con-
struction site perimeter. Direct computer processing will provide
results in a forn compatible with mathematical modeling plans. Com-
parisons of construction and operating noise levels with precon-
struction baselines will allow more reliable.projections of impacts
and vill identify sources of noise to be reduced to meet coTimunity
noise criteria. The results should be applicable nationally.
COST ESTIMATES, THOUSANDS OF DOLLARS
1975 1976 1977 1978 1979
'"V
Equipment -. 85 85 ' 3 3 0.
• • •
Personnel 30 60 60 60 60
115 145 63 63 60
-------
SMITHSONIAN
SCIENCE INFORMATION EXCHANGE, INC.
I73O M STREET. N.W. PHONE 2O2-381-S51I
WASHINGTON. D.C. 2OO36
K3TICE OF RESEARCH PROJECT
62.
GSE-U577
AGENCY S NUMBER.Si
.U.S. NAIL. SCIENCE FOUNDATION
! DIV. OF ENGINEERING
GK-U2049
O(- PROJECT
.EFFECTS OF BDILDINGS
OTHER BOUNDARIES ON MOTOR VEHICLE NOISE
I
PRINCIPAL INVESTIGATOR. ASSOCIATES AND DE P A RT M E NT, SPEC IALTY
| I RUDNICK
! VO KNUD3EN
PHYSICS
OR3-»MZAT ON
PERIOD FOR THIS NRP
UNIV. OF CALIFORNIA
SCHOOL OF LETTERS
HILGARD AVE.
LOS ANGELES, CALIFORNIA 9002U
3/7U TO 2/75
FY7U FUNDS $29,500
SUMMARY OF PROJECT
The goal of the investigation is to find ways and means to reduce
jthe spread of noise pollution resulting from motor vehicles on highways,
.thoroughrares, and urban rapid transit systems. The program will
[utilize large models in an anechoic chamber, supplemented by tield
studies. Specifically, it is planned to: (1) Investigate the
jpropagation ot sound over relevant horizontal and inclined absorptive
jand reflective surfaces; (2) Conduct measurements to determine the sound
iabsorption coetficients of various appropriate outdoor ground covers
!(arti£icial turfs, carpeting, artifacts, etc.); (3) Investigate the
^propagation of sound over and beyond reflective and absorptive barriers
i (benas or walls) inclined at typical angles; (U) Complete experiments on
attainable n-oise level reductions from models with parabolic and similar
fronts which tend to reflect traffic noise upward; (5) Investigate the
noise level reduction by building fronts as in (4) with absorptive
roadbeds and/or sidewalks; (6) Investigate possible value of refractive
jprocesses along roadbeds to refract traffic noise upward; (7) Correlate
jthe objective measurements cf noise reduction findings with the
[subjective evaluation of loudness, disturbance and annoyance; (8) Test
;the validity of the model findings by field measurements at appropriate
existing sites, or where propitious mock-ups have been constructed.
-------
NATIONAL SCIENCE FOUNDATION
PROJECT
SUMMARY
NSF ORANT NO.
NAME OF
PRINCIPAL
PROPOSAL
Purdue University
INVESTIGATOR SOCIAL SECURITY NO.
Crocker, Malcolm J.
Cohen, Raymond
NUM31£H
P4K0270 (74-03133)
West Lafayette, Indiana
DIVISION (OFFICE) AND DIRECTORATE
Engineering
SECTION
Fr?'»i'n€!«ar7ng Mechanics
PROGRAM
Industrial Technology
TITLE OF PROJECT
Noise and Vibration from Transportation Vehicles and Other Machinery
SUMMARY OF PROPOSED WORK (LIMIT TO » PIC
To complement the ongoing research at the Ray W. Herrick Laboratories of
Purdue University, a broad range of research projects in noise control
and acoustics will be undertaken. These include: enclosure design,
automobile engine noise source identification and reduction; noise
attenuation measurements in mufflers; tire noise generation; appliance
noise reduction; machine tool noise reduction; barrier design; community
noise from rapid transit vehicles; and other projects. A new addition,
a semi-anechoic facility with overall dimensions 32 ft x 66 ft, will
be built to accommodate many of the naw projects.
s
/•',
r//> -
IN'S'i"XLCr.O.,'S l;G.l USE
1. Program Office will complete all items appearing on the fust copy; place Proposal Folder copy in the folder;
retain Program Suspense copy; and place other copies irside the folder envelope with carbons intact.
2. Grants ami Contracts Oiliro will post grant number, anuunt granted arvl inclusive project dates on the S.l.E. copy and
make distribution of remaining copies. MSOllpW 3—14—74
NSF Form 4, Jan. 1970
1. ppnpnsAi
-------
64.
SMITHSONIAN
SCIENCE I.NTOUMAIIU.N I-XCIIANtlE. INC.
ITJO M stnerf. •» w fwoNC 20
W*SMINC.TON. O C. COOJ-i
GSE-<4076
: r
TL. SCIENCE FOUNDATION
DIV. OF ENGi:;S£ai:;G
CK-37294
1 EASIC ANC APPLIED STUDIES OF NOISE
A S O — t •* A « ' M t S T
WC REYN'CLDS
JP
ESCINEERING
i \
fOH TM.i
UlilVESSITY
SCHOOL CF z:;Gi:;zzrvi:;G
PALC AL7C, C.\LIrC?:!i:i
2/73 TO 7/7U
FX73 FUNDS $87,300
* •
Specific work supported under-"this grant will be basic research en
jthe nechanics or tire noise, sound cK.Mieiaticu ruccicai
ilch
' A study will be rade of the sound generation by tire automotive
;tread patterns under controlled laboratory situations. The objective
'will fcc to determine the amplitude and paasing cr the directional sound
'generation frcr single tread configurations, with a view to.ar^s using
this incocn-i trcn in a superposition analysis ot" ncre complex patterns,
eventuilly leaaing to cuiecer system designs. Ihe initial won; will.
•include devcloprctit of the. apparatus anc technicues, ana tests on cno or
two particular tread elements.
) ; The sounu trans-issicn chiracteriotics of high-speed internal flovs
.(piping, ccizicos, etc.) and th^j sound generation characteristics of
•yloc.o-je r>lo.:orts (onificcs, diff u.rerr,, etc.) will he stuJii-d using
; techniques ext^^ucd ircm «ct.\ en turbuJc:it shear flows in similar
i^vico.;. The initial wor.c will ccasut .-.ainly ci cig cie:
: A stuuy ot appiica tier.:; ci: the pitch sequencing ccnc-_-pt (piece wii
't'coqucncy ^oduijticn as u'cea in tire troad designs) will be aade in a
variyty or ^yctcr.i
-------
NBS RELATED NOISE PROGRAMS
65.
FUNDING
AGENCY
DOT
DOD
EPA
EPA
EPA
HUD
TITLE
fY$2
&
PRIO
Truck Tire Noise ;46S
Studies (includes I
passenger car tire •
noise, interior/ex-
terior sound levels i
from over-the-road '
trucks, and feasi-
1 bility of an acous-
tical grading system
lor tires). i
. i
liUXoc C VeLJLUcLuXUIl -
-------
66.
NBS RESEARCH ON SURFACE TRANSPORTATION NOISE
NBS FUNDING: No current programs.
OTHER AGENCY FUNDING:
la. Sponsoring Agency: U. S. Environmental Protection Agency/Office of Noise
Abatement and Control
Objectives: Develop appropriate measurement methodologies as technical
support to the EPA' in their implementation of the Noise Control Act of
1972, and, where necessary, conduct research to provide EPA with a
defensible posture as regards to measurement methodology.
*
Approach: Establish and conduct meetings with an ad-hoc task force of
experts (acousticians, manufacturers and users) in order to develop the
rationale and necessary input for the measurement methodology for medium
and heavy trucks. Conduct field measurements to characterize rail line
and yard operations and retarder noise.
Future Plans: Conduct work where necessary and as requested by the
U. S. Environmental Protection Agency.
\ •
Accomplishments: Completed the field measurement portion of the rail yard
and line noise characterization study. Assembled and met with task forces
in the area of interior rapid rail transit noise and construction noise —
especially crawler and wheeled tractors — for the purpose of developing
the rationale and inputs for an appropriate measurement methodology. A
preliminary draft measurement methodology resulted from each of the meetings.
Assembled and met with task force in the area of medium and heavy trucks.
Developed an appropriate measurement methodology and supporting documentation
for medium and heavy trucks.
Publications:
Fath, J. M., Blomquist, D. S., Heinen, J. M., and Tarica, M.,
"Measurements of Railroad Noise - Line Operation, Yard Boundaries,
and Retarders", submitted for publication as a joint NBS/EPA
report.
•
Leasure, W. A., Jr., and Quindry, T. L., "Measurement Methodology and
Supporting Documentation for Medium and Heavy Trucks",
to be published as an NBS Interagency Report.
Allocations: FY 73 FY 74 FY 75 (est.) FY 76 (est.)
k$:
Man-Years:
-------
67
HBS RESEARCH ON SURFACE TRANSPORTATION NOISE (con't)
>•
»
lb. Sponsoring Agency: Office of Noise Control, U.S. Department of
Transportation
Objectives: Identify and quantify the physical parameters which affect
the noise generated by surface transportation, especially trucks and
truck tires, and develop appropriate information bases and standardized
testing procedures which may lead to highway noise reduction criteria,
standards, and regulations.
Approach: (1) Expand the existing data base on truck tire noise to include
both passenger car and military truck tires. (2) Evaluate the spectral and
directional characteristics of truck tires and of their relationship to
tire-noise generation mechanisms. (3) Establish the effect of surface
roughness on generated noise levels by correlation studies of surface
texture (as characterized by profile spectral analysis) with passby noise
levels for tires. (4) Prepare a report on tire noise measurement methodology
which will serve the State of California as the basis for their regulations
on allowable noise levels permissible for truck and passenger car tires.
Future Plans: Conduct work as necessary and where requested by the
U.S. Department of Transportation.
Accomplishments: (1) Completed (contract) work on the characterization of
pavement macrotexture by 'profile spectral analysis, (2) completed preliminary
measurements and analysis of automobile tire noise, (3) completed narrow band
analysis and plot generation needed for the reports on appropriate measure-
ment methodology for tire certification testing and the spectral and
directionality characteristics of truck tire noise which will be published,
(4) completed the data acquisition portion of a truck tire noise versus pave-
ment surface study, (5) developed an empirical model for the prediction of
in-service tire noise levels for over-the-road vehicles based on A-weighted
sound level versus time (or distance) data for a 50 mph coastby certification
test utilizing a single chassis vehicle, (6) completed studies of military
truck tire noise and automobile tire pavement interaction, and (7) initiated
reports on expanded data base for truck tire noise and on measurement
methodology for tire certification.
Publications:
Leasure, W. A., Jr., and Bender, E. .K., "Tire-Road Interaction Noise",
Proceedings of Inter-Noise 73, Copenhagen, Denmark, 421-425 (August 22-24,
1973) (expanded version submitted for publication in J. Acous. Soc. Am.)«
Corley, D. M., "Test of a Proposed Method for Vehicle Noise Measurement",
Proceedings of Noise-Con 73, Washington, D.C., 230-235 (Oct. 15-17, 1973).
Leasure, W. A., Jr., "Automobile Tire Noise: A Review of the Open
Literature", Proceedings of Noise-Con 73, Washington, D.C., 187-195
(Oct. 15-17, 1973).
-------
•• .;. . - es.
BBS RESEARCH ON SURFACE TRANSPORTATION NOISE (con't)
«
Leasure, W. A., Jr., -%nd Mathews, D. E., VPecos Truck Tire Nofse Study:
A Summary of Results", NBSIR 74-446, National Bureau of Standards,
Washington, D. C. (January 1974).
Leasure, W. A., Jr., Mathews, D. E., and Rinkinen, W. J., "Noise
Evaluation Tests of Military Truck Tires", submitted for publication as a
Department of Transportation report.
Allocations: FY 73 FY 74 FY 75 (est.) FY 76 (est.)
k$: 125 120
Man-Years: 2.2 2.2
-------
69.
MEASUREMENTS
Th« importance of highly repeatable, accurate measurements should
be quite clear in the enforcement area. To stand up in court, a measure-
ment must be proved to be reliable and of accuracy sufficient for the pur-
pose. In addition to law enforcement, accurate measurements are also
necessary to ascertain the effects of a given noise exposure, to establish
trends (both noise exposure and number of persons exposed), to associate
cause and effect, to permit selection of cost-effective solutions, and to
monitor the effectiveness of control programs.
In the area of surface transportation noise, measurement standards
have been developed for many types of vehicles primarily through the efforts
of the Society of Automotive Engineers, Inc. (SAE). However, the existence
of an SAE, ANSI, ISO, etc., standard does not ensure that the procedure is
appropriate for all applications, e.g., as part of a noise emission regula-
tion. It is not uncommon for test methods to be used under circumstances
for which they were not developed. Measurement procedures are generally
in need of better standardization and this requires the cooperation of
Federal agencies with professional societies, manufacturers of equipment
and enforcement agencies.
As standards and noise certification testing becomes more widespread,
the accuracy of vehicular noise measurements becomes more critical. If a
manufacturer is required to certify that the vehicles sold by him comply
with certain noise emission regulati&ns, then errors in the measurement
procedure can be costly - increasingly so as the regulations become more
exacting. Each uncertainty in noise measurement requires a corresponding
increase in the margin that manufacturers must allow between required noise
limits and design levels. Considerable uniformity of testing has been
achieved by the existing standards; however, there remains a small but
important variation between noise measurements made at different sites,
or at different times at the same site. These variations are due to
-------
70.
meteorological and site effects. There is a need, therefore, for the
various environmental (temperature, humidity, atmospheric pressure,
temperature and wind gradients, shadow zones, etc.) and test site (re-
flective surfaces, ground impedance, etc.) effects on noise measurements
to be systematically investigated and correction factors developed so
that measurements made under any condition at any test site may be cor-
rected to a single set of conditions. If correction factors are not
feasible then there is a need for a site calibration procedure and/or
definition of limiting test conditions.
The organizations that conduct the testing - either the manufacturer,
the enforcement agency or an independent testing laboratory - should meet
certain rigid requirements to ensure that the test results issued by the
organization are reliable. Therefore, some independent evaluation of an
organizations capabilities will have to be carried out prior to the organ-
ization being certified as an "official" testing organization. Such ac-
credition would determine whether the testing organization has the nec-
essary facilities and capabilities to perform certain tests above some
minimum level. This does not ensure the quality of output - it merely
indicates that there is no apparent reason why the organization cannot
perform adequately. The use of such a system has several advantages. The
most distinct advantage is that Federal and State regulatory agencies are
relieved of establishing individual reference laboratories of their own,
and the testing laboratories do not have to undergo an evaluation by each
organization wishing to utilize its services.
Instrumentation presents an additional problem. Since all acoustic
instrumentation has its basic limitations, careful consideration must be
given prior to the requirement and/or selection of instrumentation for a
specific noise measuring task. For instance, the response of instrumen-
tation to transient signals, e.g., motor vehicle passbys, aircraft fly-
-------
71.
overs, etc., is not well defined by existing instrumentation standards.
There exists a need to measure the response of existing instrumentation
(sound level meters, real-time analyzers, etc.) to actual transient sig-
nals in order to establish the interrelationships among the various
precision and general purpose instruments, to supply data to strengthen
existing standards, and to establish a data base so that the technical
community, manufacturers, lawmakers and enforcement agencies will have
a common basis for comparison of results obtained using supposedly com-
parable equipment. In general, though, existing instrumentation is a-
vailable and is adequate for use by experienced acousticians in addressing
•oise problems. However, due to the lack of a sufficient number of
experienced people in the noise (acoustics) area, there is a need for
reliable, rugged special purpose instrumentation that can be used by
inexperienced personnel without a need for extensive training in opera-
tion and calibration procedures.
Once detailed, standardized test methods have been developed and
proven, there exists a need to develop simple test procedures that are
less dependent on weather and test site variables. Correlation must
be proven between the simple procedures and the detailed standard pro-
cedures, however, before the simple procedures can be utilized with
any degree of confidence.
Much work remains to be accomplished in the measurement area. It
is necessary to further our knowledge in the measurement methodology/
instrumentation arena so that reasonable test procedures can be devel-
oped utilizing techniques and instrumentation of sufficient accuracy to
ensure equitable enforcement of the regulations with a minimum of tire
and money expended.
-------
FEDERAL NOISE EFFECTS RESEARCH
Prepared by
Environmental Protection Agency
Office of Research and Development
DRAFT REPORT
-------
TABLE OF CONTENTS
FEDERAL NOISE EFFECTS RESEARCH
Section Page
I. SUMMARY ' 1
II. INTRODUCTION 3 .
A. Purpose and Scope 4
B. Effects of Noise 7
C. Current Federal Information of Effects of Noise 10
D. Research Needs 17
E. Research Categories 26
III. SUMMARY OF CURRENT PROGRAMS 27
A. Noise-Induced Hearing Loss 27
B. Non-Auditory Hearing Loss 32
C. Individual Behavior Effects 35
D. Noise Effects on Sleep 36
E. Communication Interference 37
F. Community or Collective Response 38
G. Domestic Animals and Wildlife 40
H. Measurement Methodology and Calibration 40
IV. CONCLUSIONS 42
A. Summary of Discussions 42
B. Research Needing Additional Emphasis 42
C. Future Panel Activities 43
APPENDICES (Appendices are in a separate volume. However, for the
reader's convenience, Appendices A, B, and C are repeated
in this volume.)
-------
APPENDICES
A.. Glossary
B. Federal Agency Acronyms
C. Noise Research Panel Members
D. Description of Programs and Projects
. E. Projects Listing By Agency
F. Projects Listing By Category
-------
I. SUMMARY
Potential effects- of noise on the public health and welfare are
described, limitations and gaps in necessary knowledge of those effects
are identified as research needs, and eight categories for analyzing noise
effects research are presented. The current Federal programs are summarized
for each of the eight categories, and research needing additional emphasis
is identified.
Known or suspected effects of noise discussed included effects on
hearing, other effects which may (or may not) lead to permanent health
impairment, effects on behavior such as performance or annoyance, speech
and other communication interference, sleep disturbance, social/economic/
political/legal/behavioral community responses, and effects on animals.
Cause-effect relationships, however, have been identified by the Federal
government only for hearing, annoyance, and speech interference. The
information identified in these three areas is also discussed. Limita-
tions in this information and lack of information in other areas are
shown and research needed to provide thorough and accurate information
on all effects of noise is identified. Such information is necessary
for setting standards for protection of public health and welfare, assess-
ment of the benefits to be derived from noise reduction in light of the
costs, assurance of safe, productive work environments and adequate
communications, and decisions at all levels affecting the quality of life.
oA way of categorizing current and needed noise effects research is presented.
The current Federally supported noise effects research is summarized for
each of eight categories".
-------
. Although an in-depth analysis and assessment of the current Federal
noise effects programs is not made, .the Noise Effects Research Panel
through its collective knowledge of the needs and the current research
has identified specific research subjects which need additional emphasis
in order to provide accurate and thorough information .effects of noise.
These include subjects not currently receiving enough attention and
those not currently being addressed. It is further pointed out that the
current programs need continued and in some instances exoanded support
in order to provide necessary information on effects of noise.
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II. INTRODUCTION
EPA has established four noise research panels consisting of experts
from Government departments and agencies to provide informational exchange,
a forum for interagency discussion, and advice to aid EPA in its role
as the coordinator of Federal noise research in accordance with the
Noise Control Act of 1972. The panels and panel membership reflect the
major thrusts of the Federal noise research programs as follows:
Noise Research Panel Current Agency Membership*
Aircraft NASA, DOT, DOD, HUD, DOC, EPA
Surface Transportation DOT, HUD, DOD, DOC(NBS), EPA
Noise Effects** HEW, (NINDS, NIOSH, NIEHS), DOT, NSF, HUD,
NASA, DOD, DOL, DOC(NBS), EPA
Machinery HEW (NIOSH), DOI (Bureau of Mines), DOT,
DOD, DOL, DOC (NBS), EPA
These panels provide the formal mechanisms for interagency consideration,
review and assessment of research in the four technical areas. The primary
functions of the panels in their respective areas are:
- Review and assessment of the state of science and technology relating
to noise.
- Review and assessment of the status of noise research and technology
'development.
- Identification of technology gaps and research needs.
- -Preparation of recommendations concerning ongoing research activities.
- Recommendations of noise research programs and projects and methods
for accomplishments.
- Preparation of reports on the status and/or progress of ongoing noise
research activities.
Receipt and review of pertinent scientific and programmatic advice
from communicating with other standing bodies and experts in the
field of noise.
* Glossary of Agency Acronyms in Appendix B.
** List of Noise Effects Panel Members in Appendix C.
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Noise effects includes not only health effects of noise such as
hearing loss, but also many other known or suspected effects of noise
on the well-being of humans and animals such as interference with
communication, disturbance of sleep, annoyance, and any other results
of noise exposure which can affect quality of life. For the purposes
of this report and this research panel, the term "noise effects" does
not include effects on structures or other inanimate objects.
A. Purpose and Scope
•
Tofts is the first report prepared by the Noise Effects Research
Panel. It will serve as an information base for developing a coordinated
national plan for research leading tc needed information on the effects of noise.
Such information relating the various effects of noise to the physical
characteristics of noise exposure such as level, frequency, and duration,
as well as to the psychological content of the noise are needed for
several reasons. These cause-effect relationships provide the necessary
bases for setting standards to protect the public health and welfare, the
data for assessing the benefits of noise reduction in light of the costs,
and guidelines for personal and government decisions affecting quality
.of life.
A coordinated national plan with the various involved agencies working in
cooperation can achieve the following objectives:
- research funds targeted on critical problems and issues
_ coordinated and complementary efforts
- research accomplished in the most productive and scientifically
viable manner.
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To develop such an overall plan, limitations and gaps in the current
understanding of the. effects, of noise must be -identified. The current
programs must be examined to determine which subject areas are not being
addequately addressed. Programs and projects can then be identified for
correcting inadequacies and addressing the gaps and the capabilities and
interests of agencies for undertaking these programs and project deter-
mined. Finally, priorities of research needs must be established. Then
a national plan for noise effects research can be developed in a meaning-
ful manner. To this end, the report specifically addresses:
- Effects of noise.
- Current Federal information on effects of noise.
- Limitations in the information and research needs.
- A way of classifying noise effects research.
- The current Federally supported noise effects research.
- Research needing additional emphasis.
The report does not consider :
- The adequacy of current research.
- Detailed programs and projects for addressing gaps.
- Capabilities of various agencies for addressing research gaps.
- Priorities of research needs.
- Development of a coordinated national plan.
This document also will be used by the Environmental Protection Agency
to satisfy Section 4 (c) (3) of fhe Noise Control Act of 1972. EPA is
required to report on the status and progress of Federal activities
relating to noise research and control and to assess the contribution of
such activities to the Federal Government's overall efforts to control noise,
-------
Activity for fiscal year 1974 is emphasized, program continuation
through fiscal year 1975 is noted where possible, and funding and work
carried out during fiscal year 1973 is reported.
The data on which the report is based came from two sources:
agencies' responses to a 1972 request* from EPA on Federal noise activities
and information supplied by the panel members in the spring of 1974. The
fiscal data is reported consistent with each agency's budgetary process.
As there are variations in the ways agencies report the costs for their
in-house research, exact comparisons between agencies' fiscal data cannot
be made. A chart illustrating this problem is contained in Appendix D.
The data for FY 75 estimated funding is incomplete for two reasons.
Fists, the DOD computer data base used to generate the agency fiscal data
does not include FY 75 estimates. Therefore, at the DOD panel member's
suggestion, the FY 75 levels have been estimated the same as FY 74.
Secondly, NSF carries out research only through unsolicited grants. Thus
it is impossible for NSF to predict what research proposals may be received
and funded.
Care must also be exercised in examining project and program titles
and funding. Titles often do not convey the extent of kind of research
being funded, and convey no information of the scope of work. Thus similar
titles may involve very different work scopes and furthermore may not mean
the subject is being adequately addressed.
Conclusions and recommendations made in this report are the collective
opinions of the panel members and do not necessarily represent their agen-
cies' policies.
* In December of 1972, a questionnaire survey of Federal noise research and
noise control activities was initiated by EPA. A contract report was
prepared from this data in October 1973 but was not published.
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B. Effects of Noise
Exposure to noise may have various effects on the public health and
welfare. Some of these are well-known but the complexity of both exposure
and response has prevented definitive cause-effect relationships in many
areas. Other effects are suspected but not yet well-proven.
1. Hearing Damage
It has been well established that noise exposure of sufficient inten-
sity and duration can produce hearing damage. Hearing loss resulting from
intense noise exposure can either be temporary or permanent. In general,
it is believed that noise of brief exposure that can produce a significant
temporary hearing loss or threshold shift is capable of producing permanent
hearing loss if the noise exposure is extended in duration or recurrence.
That is, daily exposure to a noise which produces a temporary hearing loss
presents a risk of permanent' hearing loss because the ear may not be able
to fully recover to its original threshold from recurrent exposures. The
exact relationship between temporary and permanent hearing loss, however,
is not yet clearly defined.
Hearing loss which is caused by noise occurs first in the high frequency
ranges. This impacts seriously on speech understanding, and good hearing in
the high er frequencies is necessary for discriminating the information
^-*
carrying, consonant sounds of human speech. Hearing loss is known to result
from exposures to continuous noise in industrial settings, to impulsive
sound, from gunfire and to loud music for extended periods, especially among
young people. The effect from flutuating, intermittent or shorter-term
exposures is incompletely understood.
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2. Other Health Effects
The only well-established effect upon health from noise exposure
is noise-induced hearing loss. However, there is evidence, although in-
complete, to indicate other effects can result from exposure of sufficient
intensity ancl duration. Noise can alter the function of the endocrine,
cardiovascular and neurologic systems. It may effect equilibrium and
produce changes such as: constriction of blood vessels in the body and
vessel dilation in the brain, rise in blood pressure and changes in heart
rhythm, and. change in stomach rate of acid secretions. Noise also has
been shown to produce the same physiological reactions as other stressors,
such as emotional stress and pain. There is not clear evidence, however, to
indicate that continued activation of any of these responses leads to
irreversible changes and permanent health effects.
3. Behavior Effects
When a task requires the use of auditory signals, noise that makes
these signals will interfere with the performance of the task. High
level continuous noise exposures appear to have potentially detrimental
effects on human performance, particularly vigilance tasks, information
gathering and analytical processes. • Noise may also increase
the variability of work rate and affect the accuracy of work requiring mental
concentration. Additionally, noise may be disruptive of performance if
tb,e noise is high frequency, intermittent, or unexpected. Noise throughout
the audible range can, under various circumstances, be annoying and
disruptive of activity. However, prediction of individual annoyance due to
noise is difficult, probably due to the many psychological and social
factors that contribute to individual sensitivity.
8
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4." Sleep Interference
Noise can interfere with sleep by preventing sleep, by awakening, and
by changing the level or pattern of sleep. Any of these kinds of
interference may have effects on behavior and performance during waking
hours as well as long term health effects if repeated. Survey data
indicate that sleep disturbance is often the principal reason given for
annoyance, and-some experts believe that sleep disturbance is one of the
most severe effects of noise on health.
5. Communication Interference
In addition to the reduced understanding of speech resulting from
noise-induced hearing loss, noise can interfere directly with speech
communications. Verbal communication in terms of noise level and
vocal effort is extremely difficult in backgrounds of high level noise
and can adversely effect the accuracy, frequency and quality of verbal
exchange. This can be important in formal education in schools, occu-
pational efficiency, family life patterns, and quality of relaxation.
6. Community Reaction
The preceding effects of noise all deal with various effects on
individuals, although statistical descriptors must be used to average out
individual differences in reaction or response. However, when a
community of individuals is exposed , a different
kind of reaction may take place. This reaction may take several forms
such as complaints to authorities, political action against noisy
activities, reduction in land values or socio-economic level, high
-------
property turnover rates, or changes in family recreational patterns.
Thus the consequences of community response to noise can be social,
political and economic, as well as the collective individual responses
noted above. To date, only community annoyance responses to aircraft
noise have been studied extensively, and have been shown to correlate
well with noise exposure. The number of complaints due to noise in a
community, however, is small in comparison to the number of people annoyed.
7. Effects on Animals
In general» noise has the same types of effects on animals as it does
on humans. Hearing loss and physiologic changes have been noted in
laboratory animals. Possible effects on farm animals include changes in
size, weight, reproductivity, and behavior. Changes in mating behavior,
predator-prey relationships, and territorial behavior have been observed in
some wildlife species exposed to noise.
C. Current Federal Information on Noise Effects
There are at present three informational documents relative to health
effects from noise exposure which have been published by Federal agencies.
The first to be published was "Criteria for a Recommended Statdard...
Occupational Exposure to Noise" in 1972 by the National Institute for
Occupational Safety and Health (NIOSH), Department of Health, Education and
Welfare. This was in accordance with Section 20(a)(3) of the Occupational
Safety and Health Act of 1970 (29 U.S.C. 656). In 1973, the Environmental
Protection Agency published "Public Health and Welfare Criteria for Noise"
in accordance with Section 5(a)(l) of the Noise Control Act of 1972
(PL 92-574). In addition, Section 5(a)(2) of the sane act called for a
document identifying environmental noise level goals. That document,
10
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"Information on Levels of Environmental Noise Requisite to Protect the Health
and Welfare with an Adequate Margin of Safety" (EPA Levels document) which
was published in March ,1974, along with the EPA criteria document, are to
serve as the basis for establishing standards and regulations called for
by the Noise Control Act.
The NIOSH document, specifically directed to the occupational environ-
ment, presented information about various effects of noise exposure but
information for support of their recommended standard was available only in
the area of noise-induced hearing loss. The EPA "Public Health and Welfare
Criteria for Noise" defines criteria as "descriptions of cause and effect
relationships" The document addressed direct effects of noise on physical and
mental well-being of human populations, including hearing loss and other health
effects, and indirect effects such as annoyance and communication interference,
as well as noise effects on wildlife and other animals. Nevertheless, EPA
identified only three areas for which criteria exist. According to the EPA
levels document,
"There are a multitude of adverse effects that can
which may, both directly or indirectly, affect public
health and welfare. However, there are only three
categories of adverse relationships in which the
cause/effect relationships are adequately known and
can be justifiably used to identify levels of environ-
mental noise for protection of public health and wel-
fare. These are: (1) the effect of noise on hearing,
(2) the effect of noise on the general mental state as
evidenced by annoyance, and (3) the interference of
noise with specific activities."
11
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Although information in these three areas was presented in the EPA
criteria document and used in the EPA levels document, both documents
indicated limitations in the information. A short description of the
current Federal information in each of the three areas, as contained by
the three dpcuments, is presented below.
t\-
12
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1. Noise-Induced Hearing Loss
The criteria document produced by NIOSH for employee protection during
the work period addressed recommendations for a work place standard to
protect against hearing impairment. No attempt is made toward the protection
of the worker from non-auditory effects of noise exposure. The producers
of this document have assumed that any non-auditory effects will be adequately
limited by meeting proposed criteria for the protection of auditory effects.
Thus, the major aim of this document is to recommend and support a work
place noise exposure standard, i.e., that the effective noise level
permitted during a normal 8 hour work period is not to exceed 90 dBA. It
should be noted that the majority of the NIOSH review consultants to the
criteria document recommended an 85 dBA noise limit for an 8 hour exposure,
and to institute a program of mandatory hearing protection and audimetric
testing to provide the best protection. At this time the Department of
Labor is considering a revised standard.
The NIOSH criteria on which the recommended standard is based,define
hearing impairment as an average hearing threshold level at 1000, 2000 and
3000 Hz greater than 25 dB (ANSI S3.6, 1969). In support of the NIOSH recom-
mendation, incidence of hearing impairment was compared between noise exposed
and non-noise exposed employee groups of comparable ages and experience.
The EPA criteria document presented information for predicting permanent
hearing loss resulting from exposure to continuous noise of certain levels
for eight hours a day over ten and forty years. The information, like the
NIOSH criteria, also compared noise exposed and non-noise exposed (but
otherwise equivalent) employee groups. Further, like the NIOSH document,
13
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the EPA criteria is based only on industrial exposures.
The EPA levels document used this information to identify noise
levels requisite to protect the human population from significant
jjpise-induced hearing loss with an adequate margin of safety. The levels
identified do not include consideration of economic and technological
feasibility and thus should not be construed as Federal standards.
The limitations in the information used in the EPA levels document were
clear;
"most of these data are drawn from cross-sectional
research rather than longitudinal studies. This is,
individuals or populations have been tested at only
one point in time. Because complete noise-
exposure histories do not exist, many conclusions
are limited by the need to make certain hypotheses
about the onset and progression on noise-induced
hearing loss. Different hypotheses about the time
history will lead to different conclusions even
from the same data base, although the range of such
conclusions is limited. Thus, in reaching
conclusions about hearing loss, reliance is made on
assumptions, hypotheses, and extrapolations which
are not all universally accepted by the scientific
community."
14
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2. Community Annoyance.
Although community reaction to noise may be evidenced by social or
economic measures as well as political or legal action, the available
information, as reported in the EPA criteria document, deals mainly with
statistical average annoyance. The document concluded, among other
things, that (1) "the degree of annoyance due to noise exposure expressed
by the population average for a community is highly correlated to the
magnitude of noise exposure in the community," and (2) "the numbers of
complaints about noise registered with the authorities is small compared
to the number of people annoyed, or who wish to complain. However, the
number of actual complaints is highly correlated with the proportion of
people in the community who express high annoyance." The EPA levels
document used this available information about community annoyance to
supplement activity interference data, discussed in the next section.
3. Communication Interference
The EPA criteria document identified data which predict fairly accurate-
ly how noise will affect the perception of speech in the outdoor environ-
ment. The data represent conditions.for young adults speaking the dame dia-
lect. The document also indicated that data is available in the literature
to suggest a resonable background noise level for the design of rooms where
oral communication is important.
The EPA levels document used these data to identify levels of noise
requisite to protect public health and welfare against activity interference
with an adequate margin of safety, since "the primary effect of noise on
human health and welfare due to interference with activity comes from its
effect on speech communication." The document also identified speech inter-
ference as one of the primary reasons for adverse community reactions to noise
15
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and long-term annoyance. It is again important to note that the levels thus
identified to protect against activity interference do not include consi-
deration of economic and technological feasibility and thus should not be
construed as Federal standards.
A
16
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D. Research Needs
Although information has been identified and/or used in three Federal
documents for three of the many known or suspected effects of noise, the
documents plainly pointed out the limitations and deficiencies in the
available information and discussed the lack of necessary information on
other effects of noise as well as the lack of methodologies available to
adequately relate the noise exposures to the effects. Even though the
available information lacks precision and comprehensiveness and there are
many effects where data is unavailable, some states and many local govern-
ments are nevertheless setting noise regulations/ordinances to reduce noise.
Accurate and comprehensive information relating noise and other contributing
factors to all its effects are needed to insure that the extent of the
reductions is appropriate and that the reductions may be accomplished with
minimum expenditures of public money and minimum contribution to inflation.
Such information is also needed to assess the cost of noise reduction in
light of benefits, and to provide guidelines for personal decisions affecting
the quality of life or corporate decisions affecting working conditions.
Limitations in or lack of information which is needed on the various effects
of noise are discussed below.
The research needs discussed are for information on which to base
protection of public health and welfare in the general sense. It is important
to note that in comparing these general needs with the research conducted
by the various agencies,-it should be remembered that specific agency missions
17
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dictate the research that agency conducts and supports, and that specific
research .projects while fulfilling an important agency objective may not
be specifically directed toward filling a general needed discussed below.
1. Noise -'Induced Hearing Loss
The current Federal information on noise-induced hearing loss, as
presented in both the NIOSH and the EPA criteria document and used in
support of the NIOSH recommended standard and the EPA identified levels,
is based on several cross-sectional industrial studies that have been
criticized for various reasons. These criticisms include: insufficient
determination of noise exposure, problems in or lack of screening for
evidence of ear disease, lack of definitive data on noise exposure history,
inconsistent practices, audiological testing in noisy areas, and audio-
logical testing without sufficient time for ear recovery from noise ex-
posure. The studies also mainly considered continuous 8-hour exposures.
Thus there is limited information on~Intermittent or incomplete daily
exposures and nearly a total lack of data on continuous exposure to noise
beyond an 8-hour period. Inconclusive information exists as to whether
older people or younger ones are more susceptible to noise induce hearing
loss. Little evidence is available on exposures to various other types
of noise, such as impulsive, ultrasound, and infrasound.
Little is known also about the effects on hearing of the combination of
noise and other factors such as heat, vibration, and ototoxic (hearing
damaging) drugs.
18
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The lack of precise and complete information on noise-induced
hearing loss has caused considerable controversy over proposed revisions
of current Federal standards. The decisions, which could cause expen-
ditures in the billions for noise control, and other decisions affecting
the quality of life or the protection of public health and welfare need
accurate and comprehensive information relating noise and other con-
tributing factors to the resulting hearing loss.
2. Health Effects Other Than Hearing Loss
The EPA criteria document identified several short term physiological
effects other than hearing loss which may result from noise exposure. It
is known that noise can elicit different physiological responses, but there
is not clear evidence to indicate that continued activation of these
responses leads to irreversible changes and permanent health effects.
Adequate scientific data are not available to defend speculations
that noise may be a contributor to circulatory difficulties or heart
diseases. There is not any well established data relating noise
exposure to fatigue or insomnia, even though it is believed that noise
exposure can contribute to these factors. Noise has been considered
to be detrimental to the recovery of hospital patients.
Although noise exposure, either along or in conjunction with
other stressors, is presumed to cause general stress, neither the
threshold noise level or duration at which stress may appear has been
adequately determined. Further, the effects of chronic noise produced
stress are not known.
19
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Thus some indicators of potential effects of noise on health have
been studied. A few as yet have shown little evidence but others have
shown definite cause - effect relationships over the short term. Quan-
titative relationships need to be determined for many indicators of
noise effects on health, and all potential effects of noise on health
must be studied over the long term. Clear relationships between noise
exposure and its potential effects on health must be proved or disproved,
so that decisions, government, corporate, or private, may be made on
protection of health from noise.
3. Effects on Individual Behavior
Most information available on individual behavior effects of noise
concerns either performance or annoyance. Noise is also considered
as contributing to other behavior effects such as irritability, insta-
bility, argumentativeness, reduction in sex drive, anxiety, and nervous-
ness, but quantitative evidence is lacking in these areas.
- Although effects of noise on performance have been shown in the
laboratory, little work has been done in real-life situations. As per-
formance effects of noise could be significant and costly in this age
of diminished worker productivity, there is a pressing need for field
studies under typical conditions. The information derived is needed for
determining the extent of noise reduction that is cost-beneficial in
performance situations.
20
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As individual annoyance in response to noise can lead to the economic
or social effects or the political or legal actions discussed under
community reaction, as well as to general effects on mental or physical
health, a better understanding is needed of the factors that control the
degree of annoyance of individuals. Further, as most of the available information
on noise - annoyance relationships deals mainly with conventional aircraft
noise, annoyance in response to other major sources of noise as well as new and
future aircraft needs to be determined.
Other behavior effects of noise mentioned above are less clear cut
and noise is but one of many factors which could contribute to these
effects. These effects, however, are serious indicators of reduction in
quality of life and could be significant contributors to deterioration of mental
and physical health. The relationship of noise to these effects as well as
the relative contribution of noise in combination with other causes needs to
be determined in order that government, corporate, or private decisions may
be made concerning health and the quality of life.
4. Effects on Sleep
Disturbance of sleep by noise resulting in changes in level, patterns,
or quality of sleep, or even awakening may affect behavior during waking
hours and cause long term health effects. Most of the available information
on effects of sleep interference,according to the EPA criteria document,
"comes from laboratory experiments that involve very few people, and
'responses' are evaluated in terms of physiological measurements such as
EEQ" (electroencephaloc •- ., a Treasure of electric current in the brain) .
As it is difficult to generalize from the laboratory to real-life
21
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conditions, but also very costly to study sleep in the field, both types
of studies are needed to develop definitive relationships between noise
from various sources and its effects on sleep both in the short term
and long term. Reasons for the need of this information are decisions
on extent of control of the sources, residential noise standards or
personal decisions on quality of life, among others.
5. Communication Interference
The available information defining a cause-effect relationship for
noise interference with speech represent conditions for young adults
speaking the same dialect, when they are in a free noise field, whereas
the actual cause affect relationship may change with many variables. The
EPA criteria document states, "lower noise levels would be required if the
talker has imprecise speech (poor articulation) or if the talker and the
listener speak different dialects. Children have less precise speech than
do adults, and their relative lack of knowledge of language often makes
then less able to 'hear' speech when some of the cues in the speech stream
are lost. Thus, adequate speech communication with children requires lower
noise levels than are required for adults. One's ability to understand
partially-maked or distorted speech seems to begin to deteriorate about
age 30 and declines steadily thereafter. Generally, the older the listener,
the lower the background must be for nearly normal communication it is
known that persons with hearing losses require more favorable speech-to-
noise ratios than do those with normal hearing."
22
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Quantitative data are lacking which show how these variables
the relationship between noise and interference with speech.
The available data on speech interference furthermore does not
account for the reverberant buildup of sound by reflections from the walls
of a room, and thus are not valid for design criteria. According to the
EPA levels document, "Recommended values for acceptable sound levels
in various types of spaces have been suggested by a number of authors over
the past two decades. These recommendations generally have taken into
consideration such factors as speech intelligibility and subjective judg-
ments of space occupants. However, the final values recommended were
largely the result of judgements on the part of the authors..."
Finally, noise can interfere with the reception of auditory warning
signals. However, there is little data to show how loud the signal should
be in various noise fields in order to effectively perform its safety
function.
Research is needed in order to quantify design criteria which can
assure proper reception of speech and warning signals in a variety of
situations, e.g. in offices, schools, workplaces, and recreational areas,
and for a variety of human characteristics, such as poor or dialectic
speech, age, and hearing ability.
23
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6. Community Response
Although information is available relating noise exposure fairly
well to community annoyance and resulting complaints to authorities,
the data is based mainly on responses to conventional take off and landing
aircraft noise. The information needs to be expanded to include response
to other environmental noise sources, such as vertical or short take off
andlanding aircraft, military aircraft and other vehicles, industrial
plants, surface transportation, construction equipment, home appliances,
and more. Since annoyance has been shown to lead to complaints, not
only does its relation to these other sources of noise need to be
studied, but also its relation and the relation of noise exposure to
responses such as legal or political actions, change in land values,
neighborhood stability/ feeling of conmunity, and other social or
economic measures. These relationships are needed to provide input
for local government decisions on land-use, corporate decisions on
plant locationsand private decisions on home and recreational locations,
to name a few.
7. Effects on Animals
Although some studies have indicated that noise affects animals in
the laboratory in the same way as humans and behavior changes resulting
from noise have been observed in some wildlife species, few quantitative
cause-effect relationships have been established. Relationships between
noise and changes in reproduction, ueight gain, egg and milk production,
for example, should be determined so that the economic benefits of reduc-
ing the noise exposure of domestic animals may be evaluated. Further,
the effect on wildlife is important for preservation of endangered
24
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species and conservation, and thus should be determined.
8. Measurement
Determination of definitive, quantitative cause-effect relationships
demands accurate and.reproducible measurement of both cause and effect.
Further, the appropriate characteristics of noise must be emphasized in
terms of the various effects, but at the same time inexpensive instru-
mentation and easily used methods must be available for characterizing
the noise environment and for enforcement.
Thus, instrumentation needs to be developed for monitoring noise
exposures and standard methodologies developed for characterizing
various noise sources in terms of their possible effects. To refine
and support hearing loss data, audiometric instrumentation, methodologies,
and calibration procedures need to be improved. Finally, a national
baseline of community noise levels is needed in order to compare various
communities in terms of noise levels, and to determine whether the overall
national noise levels are improving or deteriorating.
25
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E. Research Categories
To effectively address, analyze, and make recommendations on
noise effects research in terms of the needs identified above, a
system for classifying the research had to be devised. Such a
system has been developed by the Noise Effects Research Panel. By
consensus, the panel identified the eight major categories outlined
}n Table 1.
TABLE 1
CATEGORIES OF NOISE EFFECTS RESEARCH
I. Noise-Induced Hearing Loss
A. Epidemiologic
B. Human
C. Animal
D. Mechanisms of Hearing Loss
E. Protection
II. Non-Auditory Health Effects
A. Epidemiologic
B. Human
C. Animal
III. Individual Behavior Effects
A. Annoyance
B. Performance
C. Other
IV. Noise Effects on Sleep
V. Communication Interference
A. Speech Communication
B. Effectiveness of Auditory Warning
Signals in the Presence of Noise
VI. Community or Collective Response
VII. Domestic Animals and Wildlife
VIII. Measurement and Calibration
A. Noise Environment
B. Noise Source Characterization
C. Audiometry
26
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III. SUMMARY OF CURRENT PROGRAMS
The current Federal research programs and projects on effects
of noise address all but one of the research categories identified in
Table 1. At the present time there is no reported research on the
effects of noise on domestic animals and wildlife. The funding for
research in the other categories however, is presented in Table 2.
Table 3 shows the overall effort of each agency in effects of noise;
and Table 4 relates each agency's involvement in categories of
research. The following discussions summarize the current effort
of the Federal government in addressing the research needs in each
category of noise effects research. Each agency's current program
is described in Appendix D.
A. Noise-Induced Hearing Loss
Noise has long been known as a contributor to hearing loss,
and many studies in the past few decades have attempted to establish
a definitive cause-effect relationship, particularly in the occupational
environment. However, the effects of different types of noise
and exposure patterns are still now well understood. Variations in
susceptibility due to age, drugs, and environmental factors further
complicate the problems.
The need for knowledge about noise-induced hearing loss is
reflected in the current fiscal data. Almost $1.4 million, about
one-third of the total Federal expenditures on health effects of
noise, was spent on noise-induced hearing loss research in FY 74.
27
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TABLE 4
CURRENT AGENCY INVOLVEMENT IN RESEARCH CATEGORIES
•
Noise- Induced
Hearing Loss
Nonauditory
Health Effects
Individual Behavior
Effects
Noise Effects
on Sleep
Communication
Interference
Community or
Collective Response
Domestic Animals
and Wildlife
Measurement Metho-
dology and
Calibration
•
CO
M
z
©
X
^D
HEW/NIEIIS
©
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HEW/NIOSH
®
X
X
_
X
A
Q
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©
©
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X
(5<) Major Effort
x Effort
—30
-------
Current research programs in this area, carried out by five
different agencies, are addressing the following specific problems:
- Cross-sectional studies in various environments
(occupational, military, recreational, etc.).
- Relationships between permanent and temporary
threshold shifts.
- Susceptibility to hearing loss.
- Combination of noise and other stressors, (work,
heat, vibration, etc.).
- Combination with ototoxic drugs, other ototoxic agents,
and abnormal physiology.
- Effects on children.
.A
31
-------
- Impulse noise, intermittent noise, and high
intensity noise .
- Permanent effects of occupational and longer
environmental exposures.
- Mechanisms of hearing loss (biochemical,
physiological, etc.).
•» Hearing protection.
Funding levels for noise-induced hearing loss research are
shown in Table 5.
TABLE 5
FEDERAL RESEARCH FUNDING FOR NOISE-INDUCED HEARING LOSS
Agency
HEW/NINDS
HEW/NIOSH
HEW/NIEHS
DOD
NSF
EPA
TOTALS
Funding Level,
Thousands of Dollars
FY 73
447 .
90
145
248
20
0
950
FY 74
482
341
192
301
0
50
1,366
FY 75
937
352
199
301*
-
70
1,859*
*DOD
FY 75 data estimated the same as FY 74
B. Non-Auditory Health Effects
Many studies have been conducted which tend to indicate noise
to be a cause of numerous non-auditory health effects in humans
which might influence physical or mental health. These include:
- Orientation and startle reflexes,
- Disturbed sense of balance,
- Painr
- General stress and its physiological responses.
-------
One cannot rule out the possibility that noise exposure may
pose some non-auditory health hazard if no attempt is made to reduce
Individual exposure to noise. Caution must be exercised in inter-
preting the results of studies in this area, however, for controls
are exceptionally difficult to exercise. It is also extremely
difficult to quantify the non-auditory health effects of noise
because of the following complexities and conditions:
- The wide variety of conditions and mental
states involved in personal health .
- The complexity of the human body and the human
mental function.
- Individual and temporal variations in susceptibility
to physical and mental health conditions.
- The occurrence of noise in combination with other .
stresses.
Despite many questions that cannot now be answered regarding
the non-auditory health effects of noise, Federal expenditures in
this category have been modest,
Current
and recent research in this category, conducted by four different
agencies address the following problems:
- Worker safety and health.
- Susceptibility to mental and physical illness,
- Cardiovascular and other physiologic changes.
- Effects on the vestibular (sense of balance),
cardiovascular (heart and circulatory), endocrine
(internally-secreting glands), and neural systems
- Effects on drug uptake.
Funding levels for non-auditory health effects research are
shown in Table 6.
33 .
-------
. TABLE 6
FEDERAL RESEARCH FUNDING FOR NON-AUDITORY HEALTH EFFECTS OF NOISE
Agency
HEW/N1EHS
HEW/NIOSH
DCD
EPA
TOTALS
FUnding Level,
Thousands of Dollars
FY 73
8
108
10
0
126
FY 74
66
42
0
186**
294
FY 75
40
21
0 *
0
61*
DOD FY 75 data estimated the same as FY 74
** 2 year project
34
-------
C, Individual Behavior Effects
Individual behavior effects are of interest in a variety of
environments where adverse reflex actions or behavior may result
In accidents or unfavorable performance, e.g., occupational,
military and vehicle handling. Various studies have indicated
that noise may have negative, neutral, or even positive effects on
performance.
i
The effects of noise on performance has been studied in the
laboratory and in the actual work situation, with more emphasis
on laboratory research. Generalizing from the laboratory to real-
life situations is difficult since, in the laboratory, exposures
are short and the novel tasks employed cause subjects to be fairly
well motivated. By contrast, office and factory workers usually
work below their maximum efficiency and respond to noise in combina-
tion with other stimuli. The lack of well-controlled field studies
is still a very real problem in the evaluation of the effects of
noise on human performance.
Current research programs in this category, conducted by four
agencies, are addressing the following specific problems:
- Annoyance factors - e.g., loudness, noisiness, and
aversiveness»
- Performance capability in:
High levels of noise exposure.
Environmental noise (from transportation
systems, etc.).
Occupational noise levels.
Combination with other stressors (heat,
vibration, etc.) in various environments •
Intermittent and impulse noises.
- Startle effects on performance.
- Human adaptation to noise.
Funding levels for research on individual behavior effects
of noise are shown in Table 7 .
35
-------
Table 7
Federal Research Funding for Individual Behavior Effects of Noise
Agency
HEW/NIOSH
DOD
DOT
EPA
TOTALS
Funding Level,
Thousands of Dollars
FY 73
0
234
50
0
284
FY 74
28
166
0
50
244
FY 75
0
166*
0
135
301*
DOD FY 75 data estimated the same as FY 74
D. Noise Effects on Sleep
Survey data indicate that sleep disturbance is often the
principal reason given for noise annoyance.
There are indications that sleeping in noisy surroundings
does produce some effects on sleep either in the form of
^akening, if the noise is loud enough, or in the form of shifts
in the stages of sleep. Usually, however, much of our data comes
from laboratory experiments that involve few people and "responses"
are evaluated in terms of physiological measurements such as the
electroencephalogram which measures nervous system electric current
in the brain.. Caution must therefore be exercised in drawing
conclusions regarding the effect of noise on sleep for the general
population. Even greater caution must be exercised in making
references about the long-range effect of sleep disturbance since
there exist very little experimental data regarding these effects.
36
-------
Two agencies reported research directed solely or primarily to noise
effects on sleep.
Current research in this category is being addressed to the following
specific problems:
-Nonawakening effects (change in pattern and
quality of sleeo).
-Sleep disturbance by aircraft noise.
-Correlational analysis of foreign and domestic
scientific data on the effects of noise on human sleep.
Funding levels reported for research directed solely or primarily
to noise effects on sleep are shown in Table 8.
TABLE 8
FEDERAL RESEARCH FUNDING FOR NOISE EFFECTS ON SLEEP
Agency ., . , __
FY 73
NASA | 148
EPA 0
TOTALS , 148
. . .. - — i - — -
Communication Interference
Funding Level,
Thousands of Dollars
|
i FY 74 FY 75
j 175 100
1 0 17
! 175 | 117
J |
Noise can interfere with speech by changing its perceived quality,
shifting its apparent location or loudness, or even making it completely
inaudible.
Unfortunately, most of this knowledge is often of limited assistance
in predicting the intelligiblity of ordinary speech which actually consists
of a complex sequence of sounds whose overall intensity and spectral distribution
are constantly varying. The intelligibility of ordinary speech are rather
complex and must often be predicted on the basis of results with isolated
words.
37
-------
Current Federal research in communication interference by
noise, conducted by three different agencies, is addressing
the following problems:
- Effects of noise on speech production,
- Methods for predicting speech intelligibility
in noise.
- Speech communication in special environmentst
- Speech discrimination in normal and pathologi-
cal hearing groups.
- Hearing aid performance in noisy environments.
Funding levels for research in communication interference
by noise are shown in Table 9. -
TABLE 9
FEDERAL RESEARCH FUNDING FOR COMMUNICATIONS INTERFERENCE OF NOISE
Agency
HEW/NINDS
DOD
EPA
TOTALS
Funding Level,
Thousands of Dollars
FY 73
79
124
0
203
FY 74
80
109
59
308
FY 75
220
109*
87
416*
DOD FY 75 data estimated the same as FY 74
F. Community or Collective Response
Numerous techniques have also been devised to measure
annoyance from a simple scale of annoyance level to complicated
techniques involving social surveys.
38
-------
Laboratory studies of individual response to noise have helped isolate
a number of the factors contributing to annoyance, such as the intensity
level and spectral characteristics .of the noise, duration, the presence
of impulses, pitch, information content, and the degree of interference with
activity. Social surveys have revealed several factors related to the level
of community annoyance.
Most of this work has been related to conventional aircraft operations.
Other noise sources exist which appear to warrant additional consideration.
Other social and economic responses such as political actions or change in
land values also need to be examined.
Five different agencies were conducting research in community or
collective response in the FY 73-74 time period, addressing the following
problems:
-National baseline data bank of environmental
noise levels-unified measurement system.
-Community response studies.
-Military operations noise.
Funding levels for research in community or collective response to
noise are shown in Table 10.
TABLE 10
Federal Research Funding for Community Or
Collective Response to Noise
Funding Level
Thousands of Dollars
Agency
FY 73 FY 74 FY 75
DOD 32 0 0*
! «
NASA ; 258 239 . 459
DOT 0 130 50
HUD 0 200 410
TOTALS 290 ' 669 i 919*
I
J .
*DOD FY 75 data estimated the same as FY 74
39
-------
G. Domestic Animals and Wildlife
Noise produces the same general types of effects on
animals as it does on humans, namely: auditory, masking of
communication, behavioral, and physiological. These effects have
Hot yet been definitively described. No criteria have been de-
veloped for these effects.
Recent research in this category, one project concluded in
FY 73, was addressed to hearing levels of fowls. No funding
data are listed herein for that project.
H. Measurement Methodology and Calibration
Research in measurement methodology and calibration is
conducted by agencies to support noise health effects research
programs, to support implementation of noise control legisla-
tion, and to maintain a defensible posture regarding measurement
technology.
This entails a broad range of activities involved in
£5 tat>j. LOU ing lucciSuirciiidit sy stern s to ct£.u!Ln£ titiG cnvironrncnt c
find determine the effects of noise on humans: definind measure-
ment requirements, analysis and evaluation of alternate method-
ologies, and the development of hardware, software and procedures.
The significance of this effort is reflected in the current
fiscal data. More than $1. 3 million, 30 percent of total Federal
funding on noise effects research, was expended on research
in measurement methodology and calibration in FY 74. Six agencies
conducted research in this category in FY 74, largely directed to
the following problems:
- Defining the noise environment
Monitoring methodology
Monitoring instrumentation.
- Noise source characterization - rating schemes N
- Audiometry.
- Characterization of vertifical/short takeoff and landing aircraft noise.
-------
Funding levels for research in measurement methodology and calibration
are shown in Table 11.
TABLE 11
Federal Research Funding for Noise Measurement Methodology
and Calibration
. Agency
HEW/NIOSH
BOD
HUD
EPA
DOC/NBS
NASA
TOTALS
1
Thoi
FY 73
0
337
117
24
111
363
952
Bunding Level
asands of Dollars
FY 74
96
354
438
32
140
282
1,342
FY 75
108 :
354* 1
50 |
o ;
140 j
283 j
935*
*DOD FY 75 data estimated the same as FY 74
41
-------
IV. CONCLUSIONS
A. SUMMARY OF DISCUSSIONS
Known or suspected effects of noise discussed include effects on
hearing, other effects which may (or may not) lead to permanent health
impairment, effects on behavior such as performance or annoyance, speech
and other communication interference, sleep disturbance, social/economic/
political/legal/behavioral community responses, and effects on animals.
Cause-effect relationships, however, have been identified by the Federal
government only for hearing, annoyance, and speech interference. The
information identified in these three areas is also discussed. Limita-
tions in this information and lack of information in other areas are
shown and research needed to provide thorough and accurate information
op all effects of noise is identified. Such information is necessary
for setting standards for protection of public health and welfare, assess-
ment of ^he benefits to be derived from noise reduction in light of the
costs, assurance of safe, productive work environments and adequate
communication, and decisions at all levels affecting the quality of life.
A way of categorizing current and needed noise effects research is presented,
The current Federally supported noise effects research is summarized for
each of eight categories.
B. Research Subjects Needing Additional Emphasis
Although an in-depth analysis and assessment of the current Federal
noise effects programs has not been made, the Noise Effects Research
42
-------
Panel through its collective knowledge of the needs and the current
research has identified specific research subjects which need additional
emphasis in order to provide accurate and thorough information on effects
of noise. These include subjects not currently receiving enough atten-
tion and those not currently being addressed. They are compared for
each category with a summary of the current research (as discussed in
chapter 3) in Table 12. Since the adequacy of the current research has
not been addressed, it should not be assumed that the subjects listed
under current research are being thoroughly covered. On the contrary,
the current programs need continued and in some instances expanded support
in order to provide necessary information on effects of noise.
C. Future Panel Activities
Since the Hoise Effects Research Panel has been in existence only
a short time, its work has just begun. In the future it expects to
address: adequacy of current research, new starts, agency interests and
capabilities, and priorities of research needs. With these activities
the panel hopes to move toward a coordinated plan for Federal noise
effects research which can direct research toward critical problems and
issues, assure coordinated and complementary efforts, and promote research
accomplished in the most productive and scientifically viable manner.
Prior to establishment of the panel in early 1974, the various
agencies accomplished much in gaining understanding of the effects of
noise. The panel hopes that the overall rate of research progress will
accelerate as these agencies participate mutually in this planning
process.
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DRAFT
APPENDICES
A lO/veA-vfji/X '
FEDERAL NOISE EFFECTS RESEARCH
DRAFT REPORT
•! n •. / » (( «< -, ^ •
"
-------
FEDERAL NOISE EFFECTS RESEARCH
APPENDICES
A. Glossary
B. Federal Agency Acronyms
C. Noise Research Panel Members
D. Description of Programs and Projects
E. Projects Listing By Agency
F. Projects Listing By Category
-------
APPENDIX A
GLOSSARY
Audiometry
Auditory
Broad-band Noise
Cardiovascular
Chronic
Cochlea; Choct4ear
Continuous Noise
Cross-sectional
Decibel (dB)
dBA
Endocrine
The measurement of hearing.
Relating to or pertaining to
the sense of hearing.
Noise whose energy is distributed
over a wide range of frequency.
Pertaining to the heart and blood
vessels.
Long term continuous or frequently
repeated.
A spiral shaped cavity in the
temporal bone, resembling a snail
shell, which forms part of the
inner ear and contains the end
organ of hearing; pertaining to
the cochlea.
"On-going noise, the intensity of
which remains at a measurable
level (which may vary) without
interruption over an indefinite
period or a specified period of
time. Loosely, nonimpulsive noise.
Pertaining to a sample of a popula-
tion at a given time.
A measure on a logarithmic scale,
of the magnitude of a particular
quantity (such as sound pressure,
sound power, and intensity) with
respect to a standard reference
value. (0.0002 microbars for sound
pressure).
A unit of sound level with A-weighted
characteristics.
Pertaining to the internally-
secreting glands whose products are
distributed via the blood rather
than through ducts.
Epidemiologic
Pertaining to studies of humans
in their natural environment.
-------
Frequency
Hearing Impairment
Hearing Loss
Hearing Threshold Level
Impulse Noise
(Impulsive Noise)
Infrasound
Intermittent Noise
Level
The number of times per second
that a periodic sound repeats
itself. Now expressed in Hertz (Hz),
formerly in cycles per second (cps).
Hearing loss exceeding a designated
criterion e.g., 24 dB, averaged from
the threshold levels at 500, 100 and
2000 Hz).
Impairment of auditory sensitivity
an elevation of a hearing threshold
level with respect to the standard
reference zero.
The level of sound, relative to an
audiometric standard, which is barely
audible for the subject individual
at a particular frequency.
Noise of short duration (typically,
less than one second) especially
of high intensity, abrupt onset
and rapid decay,"and often rapidly
changing spectral composition.
NOTE: Impulse noise is character-
istically associated with such
sources as explosions, impacts, the
discharge or tirearms, the passage
of supersonic aircraft (sonic boom)
and many industrial processes.
Sound with frequencies below the
audible range, i.e., below 16
cycles per second.
Fluctuating noise whose level falls
once or more times to low or
unmeasurable values during an exposure.
A one-number scheme for designating
the 24-hour equivalent noise exposure
adjusted so that nighttime noise is
given more weight.
•
In acoustics, the level of a quantity
is the logarithm of the ratio of that
quantity to a reference quantity of
the same kind. The base of the
logarithm, the reference quantity, and
the kind of level must be specified.
-------
Longitudinal Studies
Long-term surveying and monitoring
of a given group of the population.
Hoise Exposure
Noise Induced Permanent
Threshold Shift (NIPTS)
Ototoxic
Permanent Threshold Shift
(PTS)
Physiologic
aound Level (SL)
Temporary Threshold Shift
(ITS)
Ultrasound
A combination of effective noise
level and exposure duration.
A permanent threshold shift (PTS)
caused by noise damage to the
auditory system.
Poisonous or damaging to the
auditory (hearing) organ.
A permanent elevation in the hearing
threshold level.
Pertaining to the functions and
activities of a living cell, tissue
or organism.
A weighted sound pressure level, ob-
tained by the use of metering char-
acteristics and the weightings A, B, or
C as specified in the American
"' National Standard Specification for
Sound Level Meters, ANSI-SI.4-1971.
The weighting employed must be stated.
A short duration elevation in the
hearing threshold level.
Sound with frequencies above the
audible range, i.e., above 16,000-
20,000 Hz.
Vestibular
Pertaining to the sense of balance
organs in the inner ear.
-------
Symbols
DOC
DOC(NBS)
DOD
DOT
DOL
DOT
EPA
HEW
HEW(NIEHS)
HEW (NINES)
HEW(NIOSH)
HUD
NASA
NSF
Appendix B
Glossary of Agency Acronyms
Agencies
Department of Commerce
National Bureau of Standards
Department of Defense
Department of Interior
Department of Labor
Department of Transportation
Environmental Protection Administration .
Department of Health, Education, and
Wtelfare
National Institute of Environmental
Health Sciences
National Institute of Neurological
Diseases and Stroke
National Institute for Occupational
Safety and Health
Department of Housing and Urban Development
National Aeronautics and Space Administration
National Science Foundation
-------
Appendix c
Noise Effects Research Panel Members
George R. Simon (Chairman) (RD-683) 202/755-0626
Health Effects Division
Office of Research and Development
Environmental Protection Agency
Washington, D. C. 20460
Jacob Beck 202/632-4264
Division of Biological and Medical Sciences
National Science Foundation
1800 G Street, N.W.
Washington, D..C. 20550
Reginald 0. Cook 919/549-3247
Bio-Physics Section
National Insititute of Environmental Health Sciences
P. 0. Box J2233
Research Triangle Park, N.C. 27709
Stephen Cordle (RD^68D 202/755-0448
Noise Technology Staff
Office of Research and Development
Environmental Protection Agency
Washington, D.C. 20460
Derek Dunn 513/684-3416
Physical Agents Branch
National Institute for Occupational Safety and Health
1014 Brpadway
Cincinnati, Ohio 45202
Lois Elliott 301/496-5061
Communicative Disorders Section
C&FR, NINDS
National Institutes of Health
Building 36, Room 4A23
Bethesda, Maryland 20014
Daniel Flynn 301/921-3381
Applied Acoustics Section
National Bureau of Standards
Room A149 Sound Building
Washington, D.C. 20234
Gene Lyman 202/755-2370
Aeronautical Man-Vehicle Technology Division
NASA Headquarters
Washington, D.C. 20546
-------
Alice Suter (AW-571) 513/255-3660
Office of Noise Control Programs
Crystal Mall Building 2
1921 Jefferson Davis Highway
Arlington, Virginia 20460
Floyd Van Atta 202/961-5005
Occupational Safety and Health Administration
U.S. Department of Labor
Washington, D.C. 20210
Henning E. Von Gierke 513/255-3602
6570th Aerospace Medical Research Laboratory
Biodynamics and Bionics Division (AMRL/BB)
Wright-Patterson AFB, Ohio 45433
John Wesler 202/426-9503
Department of Transportation
Transpoint Building Room 5222
2100 2nd St., S. W.
Washington, D.C. 20590
Att: TST-53
George Winzer 202/755-5597
Manager, Environmental Research
Room 4210
Department of Housing and Urban Development
451 Seventh Street, S. W.
Washington, D.C. 20410
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FEDERAL NOISE EFFECTS RESEARCH
APPENDIX D
DESCRIPTION OF PROGRAMS AND PROJECTS
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CONTENTS
APPENDIX D
Section
PREFACE
1. NINDS
1.1 Noise Induce Hearing Loss
1.2 Nonauditory Health Effects
1.3 Communication Interference
2. NIEHS D-8
2.1 Noise Induce Hearing Loss D-ll
2.2 Nonauditory Health Effects D-14
3. NIOSH D-17
3.1 Noise Induced Hearing Loss D-17
3.2 Nonauditory Health Effects D-21
3.3 Individual Behavior Effects D-23
3.4 Measurement Methodology and Calibration D-25
4. DOD D-27
4.1 Noise Induced Hearing Loss D-27
4.2 Nonauditory Health Effects D-32
4.3 Individual Behavior Effects D-32
4.4 Communication Interference D-35
4.5 Community or Collective Response D-38
4.6 _ Measurement Methodology and Calibration D-38
5. NASA D-42
5.1 Noise Effects on Sleep D-42
5.2' Community or Collective Response and Measurements D-43
6. DOT D-46
6.1 Individual Behavior Effects D-46
6.2 Community or Collective Response D-48
7. DOC/NBS D-49
8. HUD D-50
8.1 Community or Collective Response D-50
8.2 Measurement Methodology and Calibration D-52
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CONTENTS (CONT'D.)
Section Page
9. EPA
9.1 Noise Induced Hearing Loss D-54
9.2 Nonauditory Health Effects 0-55
9.3 Individual Behavior Effects D-55
9f4 Sleep-Interference D-56
9.5 Communication Interference D-56
9.6 Measurement Methodology and Calibration D-56
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PREFACE
This appendix presents summary of Federal research programs
and projects in noise effects.
Program and project information is grouped according to agency
and, within each agency, according to research categories.
The fiscal data is reported for each agency consistent with its
own budgetary process. As there is considerable variation among the
various agencies in such processes, comparison of funding levels cannot
be made. Table D illustrates this difficulty by showing what is in-
cluded in each agency's funding reporting.
The project and program titles reported convey little information
on scopes of work. Thus similar titles may have widely varying fund-
ing levels and may involve completely different kinds and extent of
research activities.
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1. NINDS
NINDS has major research efforts on-going in two categories (noise
induced hearing loss and communication interference), and plans to
initiate a major effort in a third category, nonauditory health effects.
1.1 Noise Induced Hearing Loss
NINDS has three organizational divisions which relate to noise-
induced hearing loss, and ten specific projects dealing with that research
category. The program-project relationship and funding are shown in
Table D-l.
Effects of Noise on People
The NINDS program, Effects of Noise on People, is part of the directed
research program in Communicative Disorders which has as its overall goal
the diagnosis, treatment, amelioration, and prevention of communicative
disorders. The thrust of the noise program is best understood in the
context of the other major program areas which include hearing, sensory
aids for the communicatively handicapped, and language and speech
problems of children and adults.
Specific noise related goals include: prevention of handicapping
conditions in young children which are attributable to noise exposure;
improved understanding of the economic and social impacts of noise-
induced hearing loss, improved understanding of the possible interactions
between health, nutrition, and noise exposure in producing noise-induced
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hearing loss; improved understanding of the possible effects of noise
on susceptibility to disease.
The noise program has recently been initiated. Through interagency
agreement in FY 74, interdisciplinary planning was initiated on the
effects of noise on children. Specifically, the National Research Council/
National Academy, of Sciences Committee on Hearing, Bioacoustics, and
Biomechanics (CHABA) is reviewing existing information. NINDS will make
the review document available to the general public. New research
projects expected to be implemented in FY 75 are: animal studies of the
effects of noise on young ears and a study of auditory responses, in
noise and in quite, of children ranging from a very young age to puberty.
Another research project on noise-induced hearing loss will be
initiated in FY 76 (in FY 75 if additional funds become available). This
will involve a study of the economic and social impacts of noise-induced
hearing loss and will investigate such areas as numbers of persons
experiencing noise-induced hearing loss by type of employment activity,
reduction in earning potential, reduction in retirement benefit
potential, and change in patterns of activity outside the working
environment.
Finally, a study of presbycusis and its relationship to noise
exposure, circulatory factors, nutrition, etc., is scheduled to be
planned in FY 77 and initiated in FY 78.
Laboratory of Otalaryngology
The objectives of this program include increased understanding of
the auditory system in order to understand the full significance of
D-5
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noise-induced destruction of cochlear hair cells, to seek possible
prevention of noise-induced hearing loss, and to seek methods of treat-
ing persons who have already experienced noise-induced hearing loss.
As this program is currently being established, no specific
projects have been identified. However, the funds reported are noise-
related only.
Grants Program-
NINDS support of research on the effects of noise exposure has
continued for a number of years through the extramural grant program.
These studies, concerning both biologic effects of noise on the auditory
system and human responses to noise, constitute the forefront of
presently available data.
Several laboratories are presently conducting research on the basic
mechanisms of destruction of the cochlea (or inner ear) resulting
from exposure to noise. Procedures have been developed for using animals
in this work since the recordings are made of the electrical responses
of cells and histological analyses of cellular tissue can be completed.
This means that investigators have also needed to develop procedures
for obtaining "hearing tests" from these animals so that the perceptual
effects of noise damage could be studied together with the physiological
effects. One grantee has demonstrated that levels and durations of
noise which do not produce lasting impairment in behavioral response
to pure tone (no lasting effect on the "hearing test") are nevertheless
sufficient to produce considerable cellular damage to the cochlea. In
addition to research on the physiological damage incurred to the hair
D-6
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(or receptor) cells of the cochlea, investigators are attempting to
understand the exact process by which this happens. For example,
it is not clear whether exclusively mechanical factors are involved in
destroying the receptor cells or whether biochemical or bio-electrical
factors must also be considered.
Another area under investigation is the relationship between temporary
shift of the auditory threshold resulting from noise exposure and
permanent noise-induced hearing loss. One investigator has anticipated
that measurement of temporary threshold shift in human populations
exposed to noise might warn of impending permanent hearing loss, but
the usefulness of that diagnostic strategy is now being reconsidered.
1.2 Nonauditory health effects
NINDS is developing a new program concerned with the effects of
noise on health. Initial emphasis, planned to begin in FY 76, will
concern increased susceptibility to disease as a result of noise
exposure. This new project will utilize all resources of the major NIH
facility, located in Bethesda, Maryland. At the present, responsibility
for planning this research, rests with the Communicative Disorders
program.
1.3 Communication Interference
Understanding and defining the impact of noise on human communication,
with particular emphasis on speech communication, is a major NINDS
objective. NINDS is concerned with the intelligibility of everyday speech
for both normal listeners and for listeners with communicative disorders.
For this latter population, NINDS also emphasizes the objective of
ameliorating ability to understand speech in noisy environments.
D-7
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Through its grants program NINDS has previously funded research on
masking and speech -interference. Initiated in FY 74, by contract, is
research directed to the development of a new test for speech discrimination
in noise. This work was undertaken in recognition of the limitations of
pure tone tests of auditory sensitivity (i.e., audiograms) and of most
existing "speech tests" which do not adequately measure the cognitive
aspects of understanding speech. This project is developing an instrument
for measuring discrimination in noise of connected speech containing
key test words that vary in predictability and familiarity. Speech
discrimination will be measured in the presence of a competing speech
message at several signal-to-noise ratios and at least two widely
different signal levels for groups of subjects with normal hearing,
conductive hearing impairment, and acquired sensorineural hearing
impairment.
Planned initiation in FY 75 is a study of language skills and
cognitive learning of children living in noisy and quiet environments.
This project will replicate several preliminary studies (accomplished
with other funding) with more careful measurement and control of all
relevant variables.
Finally, a study of message transmission in noise is planned
for initiation in FY 79.
Project funding levels for this effort is shown in Table D-2.
2. NIEHS
NIEHS has a major research effort in noise-induced hearing loss
and also pursues work in nonauditory health effects.
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The Noise Effects Program of the National Institute of Environmental
Health Sciences is a integral facet of the Institute's concern with the
effects of adverse environmental agents and energy mechanisms. The Noise
Effects Program is designed to make maximum use of the Institute's multi-
disciplinary make-up to facilitate the study of the effects of this
ubiquitous environmental insult.
The noise effects laboratory is located in the Environmental Biophysics
Branch where personnel with research backgrounds in auditory and neuro-
physiology, acoustics and medicine form a core from which investigations
.have been and are beine carried out not only in traditional histopathological
and electrophysiological effects of noise on the inner ear, but have ex-
tended into teratogenic effects and pharmacologic effects, and into the
underlying biochemical dysfunctions which precede hearing loss. Other
pen-auditory effects including endocrine and immuniological disorders are
also being studied.
Nearly all of the NIEHS work is done via research animals. Fortunate-
ly, the peripherial auditory systems of most mammals including man are very
similar. Thus research animals can be confidently utilized for the study
of the inner ear-sensorineural losses which are the characteristic effect
of excessive noise insult.
Most hearing losses from noise are characterized by gradual deteriora-
tion from repeated exposures. A major part of the present on-going program
is a continuing study of how these repeated exposures affect the ear's
ability to recover and what biochemical and physiological disruptions hold
the key to understanding the process.
The Institute's interdisciplinary capabilities have recently been fo-
cused on the study of synergisms between noise and other ototoxic agents
D-10
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both intramurally and extramurally. Noise has been found to greatly
potentiate the effect of the family of aminoglycoside antibiotics
(neomycin, etc.). The mechanism of this synergism is the subject of an
investigation by one of our* contractors. Other ototoxic agents studied
include salicylic acid (aspirin), and certain heavy metals including lead
and mercury.
2.1 Noise-Induced Hearing Loss
NIEHS has one program of studies, initiated about July 1972, on the
effects of noise and other ototoxic agents on the auditory and nonaudi-
tory systems. Five specific projects in noise-induced hearing loss were
in effect on this program in the FY 73-74 period. One additional project
in noise-induced hearing loss was performed on a grant in FY 74 under
the agency's extramural program. Program/project relationships and
funding levels for this effort are shown in Table D-3.
Specific projects conducted in the FY 73-74 period on the NIEHS
research program include:
• A comparative investigation of the hearing loss threshold
curve for young and mature animals, being conducted in
response to evidence indicating greater susceptibility of
young cochlea to noise induced physiological (tissues,
muscles, cells, etc.) and pathological (disease) altera-
tions. Firm recommendations regarding criteria for maxi-
mum noise exposures for prevention of noise induced deaf-
ness in newborns cannot presently be made because of the
paucity of data. It appears medically prudent to take
extreme precaution to avoid exposing newborns to exces-
sive noise.
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• A study of the .combined effects ofTibise and salicy-
lates (such as aspirin) on cochlear morphology and
the auditory threshold. Studies thus far indicate.
that a profound ototoxic interaction is not taking
place, though a clinically significant interaction
is a distinct possibility.
«.__A study -of the changes in energy utilization and
production under the influence of known ototoxic
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utilizing electrophysiologicalt biochemical and
radioactive tracer techniques and to pinpoint the
specific mechanism by which these actions occur
in the cochlea.
* A study of auditory fatigue in which the loci or
nature of the physiological changes underlying the
temporary or permanent threshold shift are being
investigated as well as the potential of auditory
fatigue by subtoxic doses of antibiotics.
• A study to determine the nature of the interaction
between noise and ototoxic drugs in experimental
animals, and to investigate the biochemical mechanisms
involved in such losses.
The following project was conducted by a grantee on the
NIEHS extramural program;
• A study of the effects of combined impulse and continuous
noise on hearing sensitivity and cochlear anatomy. The extent
of noise induced trauma from these combined sources cannot be
explained by addition of the acoustic power of the sources. These
data are a necessary prerequisite for the ultimate establishment
of damage risk criteria for impulse-continuous noise combinations.
2.2 Nonauditory Health Effects
NIEHS has one current program with five specific projects
on nonauditory health effects research. Programs, projects,
and funding for this research are shown in Table D-4.
* Electrical techniques for measuring responses
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Cbe of the objectives of this NIEHS program is to investigate,
through animal models, specific physiologic merchanisms* which may be
effected by chronic noise exposure.
Under this program, NIEHS is concerned with the investigation,
through studies on research animals, of effects of noise and noise-
drug interaction on physiological systems and processes other than the
auditory systems. NIEHS pursued work on noise effects on the cardio-
vascular and neural functions in animals which is directed toward
determining the exact noise levels at which effects occur, the progress
of effects with time, and the ultimate extent of functional impairment.
Other systems and processes of interest in current research include:
• A study of the effects of continuous and intermittent
noises on adrenal corticoid secretion and of the long-
term effects after cessation of noise. Experimentation
is being conducted with rats.
• Direct study of the effects of noise of differing
duration, both constant and intermittent, on leukocyte
(white blood cell) functions such as locating and
destroying bacteria and viruses.
• An effort to replicate work of foreign scientists
which has shown various immunological deficiencies
after chronic noise exposure in experimental animals
and in human workers.
• Research to determine whether background noise levels
in gestating animal quarters have any role in producing
spontaneous birth malformations and to assess these
teratogenic effects of increased noise stimuli from a
controlled source.
FY 73 NIEHS work on noise in hospitals has been published in the
professional literature. Results included data on noise levels found
in various types of rooms as a function of occupancy and the relationships
between these levels and nonauditory health effects on the hospitalized
patient.
*Including endocrine (glandular) immunologicr -pharmacologic (drug),
teratogenic (spontaneous birth malformation), cardiovascular (heart
and circulatory) and others.
D-16
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3. NIOSH
NIOSH has a major research effort in noise-induced hearing loss
and also does research in three other categories: nonauditory health
effects, individual behavior effects, and measurements methodology and
calibration.
3.1 Noise-Induced Hearing Loss
NIOSH involvement in noise induced hearing loss stems from the
Occupational Safety and Health Act of 1970 (Public Law 91-596) and the
Federal Coal Mine Safety and Health Act of 1969 (Public Law 91-973)
which charge the agency with undertaking research and related activities
basic to assuring safe and healthful workplace conditions. Research
directives under this authority emphasize criteria development efforts
for furnishing new health and safety standards and acknowledge needs for
more effective techniques of hazard control. The NIOSH effort is in
accordance with the goal of identifying and characterizing adverse effects
of occupational noise exposures for purposes of defining health and
safety requirements for setting noise standards at the workplace.
NIOSH has two general research activities in noise-induced hearing
loss under which eleven specific research efforts are currently being
pursued. Projects and funding levels for these are shown in Table D-5.
From 50 to 60% of NIOSH noise research manpower is given to these two
general activities with in-house studies being supplemented by grants,
contracts and special foreign currency research agreements (Public Law 480)
Occupational Hearing Loss
NIOSH has conducted numerous field surveys to interrelate noise
conditions in various industries, years of exposure to such noise
and the incidence and magnitude of hearing loss in working groups.
These data, together with that gained from controlled laboratory
studies of hearing changes caused by specific exposure variables,
became a part of the basis for a NIOSH criteria document and a
suggested new occupational noise standard for safeguarding hearing
This recommended standard is currently under review by the
Department of Labor.
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The applicability of the proposed standard for coal raining
is also being considered in light of the results of a joint NIOSH-
Bureau of Mines survey of noise and hearing loss in coal miners.
Special efforts currently being pursued on this program
include the following:
Epidemiological studies of hearing loss due
to occupational noise, analysis of existent
data on the subject and field studies for
development of hearing risk criteria. This work
D-19
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emphasizes intermittent, fluctuating and impact noise,
and exposures greater than eight hours per day.
• Development of a coal mine audiogram data bank and
analysis of data from a hearing and noise survey of
coal miners. This work is aimed toward development
of coal mine noise standards.
* Epidemiological study of noise-induced hearing loss
and vibration disease among workers using powered
saws, being pursued on a foreign currency agreement
with Poland.
• Epidemiological study of noise levels and hearing
acuity of exposed workers to develop safe-level
criteria for long-term exposure to steady noise.
This project is being conducted on a foreign
currency agreement with Egypt.
Experimental Studies of Occupational Noise Effects on Hearing
Research in this problem area for FY 73, continuing through FY 74
and planned for FY 75, is attempting to supply evidence confirming the
need for and nature of different exposure limits to take account of
certain noise conditions commonly found in industry, e.g., repeated
iitpact sounds as opposed to steady-state sounds, intermittent or variable
exposures as distinct from continuous or constant exposures, and work-
shift noise exposures lasting longer than 8 hours per day.
Other related work expected to end in FY 74 or early FY 75
involves identification of (1) added heat and workload effects on noise-
induced threshold shifts, (2) factors underlying increased ear resistance
to noise-induced hearing change, and (3) hearing loss and other potential
hazards from industrial equipment emitting ultrasonic energy.
Specific research efforts conducted in FY 73-74 include:
• Laboratory studies of occupational noise effects
including temporary and permanent hearing loss
and anatomical damage to the inner ear. The work
emphasizes impact noise, fluctuating noise and
methods of measuring hearing loss. Both animal
and human subject research are involved. This
project includes both in-house and contract
effort.
D-20
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• Evaluation of physiological, audiological, and otological
data obtained from selected groups of industrial workers
to identify particular factors which differentiate sus-
ceptible from nonsusceptible workers in terms of their
tolerance to noise exposure.
• Laboratory tests of human subjects and measurement
of industrial noise exposures to obtain data to aid
in developing criteria for a health standard on impact
noise.
• La oratory s tudies of temporary hearing threshold shift
from intermittent noise exposures in order to evaluate
and develop damage risk criteria for occupational
exposures.
• A study to determine the health consequences to workers
exposed to both heat and noise at the work site and
establish under controlled laboratory conditions the
auditory and circulatory interactions elicited by noise
and heat exposure. This work is being performed on a
foreign currency agreement with Poland.
• Studies of changes in anatomy and physiology of the
inner ear, as well as temporary hearing loss, due
to exposure to impulse or impact noise at high levels.
This work involves animal test subjects.
3.2 Nbnauditory Health Effects
NIOSH has one current general research activity with the three
specific -research efforts in nonauditory health effects. The goals are
to determine whether adherence to occupational noise limits for safe-
guarding hearing can also minimize problems of performance errors
or accidents, stress related ailments, and sick-absenteeism also
reputed to be caused by high work-place noise levels.
Funding levels for the agency's research in nonauditory health
effects are shown in Table i>6.
The following specific research efforts are being pursued
under the agency's program on extra-auditory effects of occupational
noise:
D-21
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A study of worker safety and health in which
a comparison is made of entries in the
medical, attendance, and safety records of
workers in noisy jobs before and after the
advent of a company hearing conservation
program.
Laboratory studies to examine the effects
of noise exposure at maximum permissible
occupational levels upon visual, tactile,
thermal, vestibular and kinesthetic
sensory functions.
3.3 Individual Behavior Effects
NIOSH is concerned with the behavorial response of workers
to noise, particularly as it may lead to performance error and
accidents.
Funding levels for research in individual behavior effects
are shown in Table D-7. These represent NIOSH sponsored grants.
The following grant research projects are just complete
or continuing:
A study of the effects of three sound
environments on human behavior, designed
to identify the various conditions of
noise stimuli on performance in a
realistic work situation. This study
was initiated in recognition of the
fact that: noise-induced performance
effects are specific to the tasks
used, and, that work requirements and
work schedules of most noise-related
research projects have little
resemblance to actual work conditions.
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A study of noise and human performance,
primarily concerned with the relationship between
the meaning which may be associated with particular
sounds or noise and the effects of these sounds
on human performance. Through various techniques,
including conditioning, meaning will be attached to
particular sounds. The effects of these sounds on
various types of performance tasks which have a number
of built-in subsidiary tasks will be determined.
Starting in FY 76 NIOSH is planning a new study of
worker accidents and near-accidents in noisy job
settings relative to implicating noise as a contributing
causal factor.
3.4 Measurement Methodology and Calibration
NIOSH conducts research to improve instrumentation, test systems
and survey methodologies to support research in industrial hearing
conservation and occupational noise control and to improve acoustic
measurement techniques in general. The agency has two research
projects in measurement methodology and calibration. Funding level
for this effort are shcwfi. in Table ]>8.
The following specific research efforts are underway:
• Work on the NIOSH audiometric measurement
activity includes the study of alternative
methods of measuring occupational hearing
loss; construction of a programmable
electro-acoustic test system and investigation
of methods for automatic processing of autio-
metric data.
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• The agency's current project on improved
methods for occupational noise survey
includes: laboratory and field tests on
noise dosimeters; development of improved
methods for their usage and development
of performance tests for use in the NIOSH
certification program.
A. POD
OOD pursues current major research efforts in the following
categories:
- Noise induced hearing loss
Individual behavior effects
Communication interference
- Measurement methodology and calibration.
DOD also conducts current research efforts iu Lue following
categories:
- Nonauditory health effects
Community or collective response.
4.1. Noise Induced Hearing Loss
Military agencies of DOD are involved in research on
noise induced hearing loss by personnel in a wide variety of
environments, including:
• • Firing of waapons
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8 Shipboard compartments.
D-27
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Theorerall goal of this research is the conservation
of hearing of personnel by setting and adhering to exposure
criteria where possible and providing protective devices in other
cases.
The Army, Navy and Air Force each have research programs
in noise-induced hearing loss with a total of thirteen specific
projects. These are listed together with project funding
levels in Table U-9-
U.S. Army Program
The goals of the Army program in noise-induced hearing loss
are to identify the causes and relationships between hearing
loss and exposure to noise in the environments of the various
army branches and to determine how to protect the hearing of
Army personnel.
The Army prepared three technical reports in FY 73
on its work on the relationship of hearing change to acoustic
inputs which present findings which seriously question existing
theorj.es of auditory damage risk and could result in significant
changes in theory if verified.
The following specific projects are being pursued under
the Army program of research in noise-induced hearing loss:
• Analysis of causes of hearing loss, beginning with
the cochlea and proceeding to higher levels of the
nervous system. Changes in sensitivity are followed
as animal ears are exposed to high intensity pure tones
amd impulses, followed by histology.
• Investigation of the prevalence of hearing loss
in selected Army branches, (infantry, artillery
and armor) and its relationship to the length
of time in the service.
• A study of premature hearing loss by Army troops.
This work includes an evaluation of current noise
sources and the effectiveness of protective devices
and current hearing conservation practices in the
field.
D-28 '
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U.S. Navy Program
The U.S. Navy program of research in noise-induced hearing
loss is directed to development of increased knowledge of the
mechanisms of anatomic change involved, to define the incidence
of noise-induced hearing loss in Navy job specialties, and to
develop hearing conservation standards for specific job specialties.
The following specific projects are being pursued under the Navy
program:
• A study of anatomic changes in the middle ear
associated with noise induced hearing loss and
acoustic trauma. Histologic examinations of
temporal bones from autopsies are evaluated for
changes in the auditory nerve and organ of corti,
results of which are then correlated with the
background of noise exposure and acoustic trauma
as well as with clinical findings including the
•audio P; ram.
• A study correlating middle ear compliance audio-
grams and noise exposure histories designed to
provide new and productive data regarding sus-
ceptibility to noise induced hearing loss in
military personnel.
• A study of the incidence of noise-induced hearing
loss among Navy personnel working in various Navy
rated job specialties.
U.S. Air Force Program
The Air Force research program is directed toward defining
risks of noise-induced hearing loss in Air Force environments and
for developing regulations and guidelines for hearing conservation.
The Air Force prepared a comprehensive document for establish-
ment of criteria for limiting noise levels to protect hearing of
personnel and a review document on infrasound and hearing.
D-30
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Research on effects of noise on Air Force personnel has
resulted in auditory damage risk criteria published in APR 161-35
titled Hazardous Noise Exposure. It was found that all categories
of Air Force aircraft studied contained definite degrees of auditory
risk to unprotected ears according to the newly adopted auditory
risk limits.
Air Force research on temporary threshold shift for 16-hour
exposures has been submitted for publication in the professional
literature. Subjects tested showed varying response including
some with an asymptote-type response after eight hours, some with
a continued sharp rise of ITS for the entire 16 hours and a few
with asymptoticeffects after one hour exposure. Data have not
been fruitful in predicting noise-induced permanent threshold
shift. It was being considered that the magnitude of asymptotic
levels of TTS or the rate at which the asymptote is approached
may be an appropriate predictor for noise induced hearing loss.
The following specific projects are being pursued under the
Air Force program.
• A study of the hearing status of Air Force personnel
in the operational environment and development of
special tests for selection and continuance of personnel
in career fields involving noisy environments.
• Research on permanent and temporary shifts in h-earing
threshold produced by exposure to Air Force environments.
• An investigation of hearing loss, personal sound
protective devices, infrasonic and impulsive signals
and related subjects. The work is directed tcrward
development of regulations and guidelines for risk to
hearing.
D-31
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4.2 Nonauditory Health Effects
The Air Force had a single research project in FY 73 on
the effects of acoustical energy on vestibular functioning.
Goals of this research were to develop an' understanding of the
conditions and manner in which high intensity noise affects
the equilibrium and produces disorientation, and to contribute
to the development of threshold criteria for hazardous exposure
to high intensity sound.
A review paper on Air Force research on the effects of
infrasound on the vestibular system was prepared on this project.
Funding level on this project was $10,000 in FY 73.
4.3 Individual Behavior Effects
This agency's research efforts are directed toward defining
and analyzing the effects of exposure on personnel, evaluating
and optimizing the performance of personnel under the exposures
encountered in the military services and evaluating protective
devices for mitigating response to noise. The Army, Navy and
Air Force each have research programs in this category. The
current Air Force program includes research of a more fundamental
nature.
Six specific research projects were underway.in the FY 73-74
period, for which funding levels are shown in Table D-10.
The following specific project activity was pursued:
U.S. Army Program
• The .army project is directed toward developing
predictive models of noise effects on soldiers'
performance and improving existing noise criteria,
including effects of long-term exposure. A new
Army Materiel Command noise standard was published
and the first Army-wide military standard on noise
limits was fully coordinated and published.
U.S. Navy
Current Navy research on individual behavior effects of
noise is directed toward evaluating and optimizing human performance
under exposure to noise in submarine and aircraft environments.
D-32
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Laboratory evaluations have been conducted on headsets
prpposed for use by acoustic sensor operators in antisubmarine
warfare patrol and on military noise cancelling microphones.
Experiments have been conducted on the effects of high noise
levels on sonar doppler and on auditory tracking of a signal
under perceptual arrangements. The following two specific
project works are currently in progress.
• In its work on auditory performance in submarines,
the Navy is studying the physical characteristics
of sound systems and the performance of operators.
This includes work on hearing sensitivity and
auditory vigilance by behavioral and electrophysiological
means under various conditions of complex auditory
displays. Parameters in target detection are to be
specified and their quantitative effect on target
detection determined.
0 The second project is directed to optimizing auditory
performance in naval acoustical environments and
minimizing problems arising from the many forms of
sound/man interaction, including auditory fatigue
due to prolonged exposure to flight operation noises.
New tests and procedures are being developed and
evaluated to assess man's ability to perform auditory
tasks and otherwise enable individuals to operate
efficiently in naval aviation acoustical environments.
U.S. Air Force Program
Air Force concerns regarding individual behavior effects
cover a wide range of intense noise environments affecting
motor performance, vestibular functioning, physiological func-
tioning, thought processes, and the contribution to apprehension
and fatigue of personnel.
Eight years of in-house research on whole body effects of
Air force noise environments on people were published in Air
Force reports and summarized in a paper published in the Pro-
ceedings of the International Congress on Noise as a Public Health
[>-34
-------
Problem sponsored by EPA. A study of human performance
effects of impulsive noise randomly varied with respect to
intensity, duration and time of occurrence has been prepared.
The following specific projects are currently underway:
• A research study on simultaneous exposure to acoustic
energy and other stresses found in Air Force environments which
combines controlled acoustic exposures with mechanical whole
body vibration of volunteers to determine effects of the com-
bined exposures on psychomotor task performance, mental or
cognitive performance, temporary threshold shift and possible
subjective judgments of acceptability. Single stress effects
are being compared to the measured multiple stress effects to
determine differential contributions of the respective stress .
conditions.
6 A study of whole body effects of Air Force noise on
people that involves investigation of numerous types of noises
and exposure conditions in which accomplishment of the Air
Force mission may be threatened. The approach is to measure
the effects of the many kinds of noise (infrasound, audio fre-
quencies, impulses) on standard and special performance tasks
on circulation in the peripheral members, on physiological
processes, on mental tasks such as memory and on various measures
of vestibular functioning such as" equilibrium, counterrolling
of the eyes and nystagmus. Findings are used to establish ex-
posure limits beyond which undesirable effects may occur. Much
of this work is possible only because of the unique stimulus
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generators available at (Aerospace Medical Research Laboratory.
4.4 Communication Interference
DOD research in communication interference is directed
toward enhancing or optimizing intelligibility of speech and
signals in military acoustical environments. Current interests
are in air/ground and ground/air communications and personnel
communications in submarine and shipboard jobs requiring high
levels of auditory acuity. Another goal of DOD research in
communication interference is to reevaluate criteria
D-35
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and validate audiometric standards for Navy ships.
The Navy and Air Force have current program activity re-
lated to communication interference and the Army has also
done prior work in this category. Funding levels for DOD
research in this category are shown in Table D-ll.
The following specific projects are being pursued on
the current DOD programs'•
• Work on optimization of speech communication in
naval aviation involves development and evaluation
of new tests and procedures to assessing the ability
of aircrewmen to communicate in various naval aviation
acoustical environments and the capability of air-to-ground
and ground-to-air communicating systems to transmit
intelligible speech. Investigations to date indicate
that preferred listening levels for speech of aviators
and aircrew personnel probably represent speech levels
where maximum intelligibility can be achieved. Preferred
signal-to-noise ratios have been identified for certain
noise levels.
o A second Navy project is directed toward development
of auditory screening and acoustical tolerance standards
for.submarine and shipboard personnel. Experimental
studies are being conducted to assess auditory perception
of a variety of speech materials and signal stimuli,
embedded in various background sound fields, for personnel
of differing levels of acuity. Longitudinal studies are
conducted to assess changes in hearing abilities among
submarine personnel to identify predictive indices of
hearing loss and the habituation process which enhances
operator auditory acuity. The latter is of potential
benefit in the design of training programs, auditory
aids, or acoustical characteristics of submarine environment
D-36
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Data were collected to evaluate the proficiency of several
fent speech reception tests. Four new tests of speech
noise and in quiet have been constructed. Results of this
work are published in a series of reports.
• The current Air Force project involves investigation
of the response of human subjects to pure tones,
speech and noise. Evaluations are being .made of new
techniques and instruments for measuring the auditory
function of flying personnel with or without hearing
impairment. Simulated inflight hearing tests are
involved.
4,5 Community or Collective Response
Within DOD the Air Force had, in the past, a very considerable in-
volvement in research on community or collective response. However, USAFha
only a single project, Effects of Air Force Noises on Populations Surrounding
Air Bases, active in FY 73 at a funding level of $31,600.
4,6 Measurement Methodology and Calibration
The Army, Navy and Air Force each have research programs
in measurement methodology. Objectives of this work are to
provide specialized support of noise health effects research
through development and upgrading of measurement systems,
procedures, equipment and facilities. Activities pursued on
these programs includes:
• Development of new measurement methodology
and test procedures and criteria
* Evaluation/validation of measurement procedures
• Instrumentation development
• Development of conceptual computational procedures
and major computer software
• Developing procedures for assessing/predicting
effects
• Establishing and operating environmental noise
data banks
D-38
-------
• Developing instrument calibration techniques
and equipment
• Developing equipment and procedures for evaluating
human response.
Seven current research projects are underway. Program/
project relations and funding levels for this effort are
shown in Table D-12.
The following seven specific projects were underway in
the FY 73-74 period:
U.S. Army Program
o The Army's research on psychoacoustic problems in
aviation included development of a new measurement
methodology and quality control test for real-ear
sound attenuation .characteristics of helmets and a
test for an advanced voice communication system.
A new hpliript for tank crewman was tested and accepted
as a standard.
U.S. Navy Program
• The Navy's research on noise criteria for ships and
submarines emphasizes the establishment of measurement
'methods and critem for limiting airborne noise in
ship spaces and enforceable specifications for acceptable
noise by equipments produced for use on naval vessels.
Work included obtaining and comparing measurements of
airborne noise in various ship compartments with measures
of performance and habitability, and the evaluation/
validation of the adequacy of measurement procedures
under actual shipboard conditions, in the laboratory,
in the field, and in equipment contractor plants.
U.S. Air Force Program
• A bioenvironmental noise research project to
provide technical procedures, data and software
required to define the high-level noise environ-
ments generated by Air Force weapons systems, determine
the effect on man, and provide such information to
user groups.
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This involved establishment and operation of a
data bank for storing and retrieving bioenvironmental
noise data and developing extensive major software
to process and extrapolate measured environmental
noise data.
A wide variety of environmental and laboratory
test stimuli were also measured and analyzed,
including air bag transients, aircraft engine
noise, and speech samples. Equipment and procedures
were developed for evaluating effects of noise and
vibration on complex human performance.
Special techniques and equipment were developed
to calibrate various types of acoustic instrumentation.
• A project on mechanisms of noise generation,
propagation and reception to provide engineer-
methods necessary to compute high noise level
environments (e.g., ground runup). This work
was undertaken to improve the algorithms used
to predict far-field noise levels for applica-
tion in both the Bioenvironmental Data Handbook
and the noise exposure forecast program.
» A study of bioacoustic environments of aerospace
systems in which noise environments are
measured, analyzed and simulated by means of
precision analog and digital instrumentation.
A very small noise recording system, called
Micropak, was developed to be worn by pilots
for obtaining noise data where space limita-
tions are severe. A unique pistonphone was
developed for calibrating microphones at
infrasonic frequencies.
I The measurement of noise from numerous types of
military aircraft and analysis and processing
for use in calculating noise exposure fore-
casts. This work was undertaken to improve
D-41
-------
the accuracy and reliability of noise exposure
forecast computations based on data files
which had contained only estimated data on many
aircraft systems.
A project to develop a fully computerized
computational methodology to automatically
plot contours of equal exposure levels about
an airbase.
5. NASA
NASA conducts current major research efforts in three categories,
noise effects on sleep, community or collective response, and measure-
ment methodology.
5,1 Noise Effects on Sleep
The objective of NASA research in this category is to understand
the relationship between aircraft noise exposure and sleep interference.
The agency's work in this area is part of an ongoing research program
on human response to noise which includes projects devoted largely
to aircraft noise effects on sleep as well as other major projects
in community and collective response and measurement methodology.
NASA's project on the human response to the aeronautical environ-
ment is directed toward understanding the psychophysiological effects
of aircraft noise on people and to develop a quantitative understanding
of individual response to noise exposure. This includes assessment
of subjective reactions and effects on sleep, effects on hearing, and
development of research evaluation techniques and measuring scales.
Emphasis is- placed on laboratory studies with complementary studies
in communities exposed to noise and with special overflight programs
where selected juries are exposed to noise. Studies are concerned
with, responses of people during both awake and sleep periods and under
background noise conditions associated with outdoor, indoor and
inflight situations.
laboratory studies to evaluate noise effects on sleep are
supplemented by initial studies of sleep responses of people living
in conrounities exposed to commercial flight operation noise. Studies
are being conducted in contractors' laboratories to evaluate both
awakening and nonawakening effects of noise on sleep.
D-42
-------
Funding levels for this effort are shown in Table ti-13.
5.2 Community or Collective Besponse and Measurements
NASA research is conducted under its Human Besponse to
Noise program whose overall goal is to develop an understanding of the
relationship between aircraft noise exposure and annoyance, e;g., to
define and quantify those properties of aircraft noise exposure that
cause negative individual and community response to air transportation
systems.
Specific targets set for the NASA program are:
19 Devising proper methodologies"for laboratory
and field studies of human response to aircraft
operations. FY 1975.
• Determining effects of multievent noise exposure
characteristics ori human response to aircraft
operations. FY 1975.
Quantifying tine effects of background environmental
noise exposure on the human response to aircraft-
generated noise. FY 1975.
Studying the effects of low frequency noise
characteristics generated by present and future
aircraft on auditory and nonauditory responses of
people. FY 1979.
Developing a model for reliable prediction of
responses of people to aircraft operations that
will satisfy laboratory and field conditions.
FY 1980.
The NASA program includes two specific projects in community-
collective response plus project work in other categories. Program/
project relationships and funding levels for NASA research in this
category are shown in Table D.-14.
The following specific projects are currently underway:
D-43
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• NA.SA has a technology assessment project for developing
an understanding of the social effects of large-scale
air transportation systems, and to design technology
leading to improved safety and comfort of aircraft
crew and passengers. This project includes in-house
studies of the human response to aircraft sound
stimuli. Human test subjects will be asked to give
category judgment of aircraft sounds, including
STOL signatures.
• NA.SA also has a current community noise study which
includes evaluation of: noise characteristics of
advanced VTOL and STOL aircraft; acoustic retrofit
systems for CTOL aircraft; and noise alleviation •
procedures for aircraft and airport operations. This
work will provide criteria for prediction of community
acceptance of aircraft operations/community noise.
Emphasis will be placed on laboratory studies and
airport-community studies/surveys which may be
supplemented by programmed overflight studies. These
studies will be closely interrelated with/or in support
of NA.SA project activities (STOL) and with the DOT/FAA
p'rograms to control aircraft and airport noise. The
laboratory techniques employed range from listening
room testing with trained subjects to real-life situations
where test environments represent the airport-community/
home and where the test subjects may be people plagued by
aircraft noise. These efforts are summarized in. Table D-15.
6. DOT
DOT has had recent research efforts in two categories, indi-
vidual behavior effects and community or collective response.
6.1 Individual Behavior Effects
DOT had no project work underway in this category in FY 74.
A program on startle effects of sonic boom was underway in FAA
in FY 73, consi.3ti.ag of two specific projects. The U.S. Coast
Guard also had foghorn , aversiveness under investigation at NBS
in FY 73. Funding levels for these projects are shown in
Table D-16«
D-46
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6.2 Community or Collective Response
DOT research in this category is concerned with providing
a valid measure of effectiveness for assessing relative
benefits of alternative means for reducing transportation
related noises. DOT is concerned with all modes of transporta-
tion in this regard.
DOT has had a considerable program involvement in this
area in the past. The agency's program now consists of one current
project in the category which is scheduled for completion in
June 1975. This consists of testing the feasability of a
technique developed on the project to assess the relative im-
portance of various noises to the public, particularly trans-
portation noises, and to determine the validity of a "personal
noise exposure index" model for community noise impact repre-
sentation. Specific research work consists of: developing the
"personal noise exposure index" model; measuring the daily
noise exposure of 3050 individuals; correlating noise exposure,
nozs£ soujTccs aiKi ircpOjrtcu annoyavtCc; eVctj. licit nig tine uSexaj-ueSb
of the analytical model and developing a plan for its refinement
if the concept is judged beneficial.
Two alternative approaches to measuring human response
to noise have been tested, and two separate plans developed
for a national noise measurement program. Results of this re-
search are published in a series of four Government technical
reports.
Funding levels for this project are $130,000 for FY 74
and $50,000 for FY 75; about $295,000 was funded for this
program prior to FY 73.
-------
7. DOC/NBS
NBS has a major research effort in measurement methodology and
calibration.
NBS objectives in noise health effects measurement methodology
and calibration are to: establish a more consistent and valid psycho-
physical foundation for measuring the effects of sounds on people
with application to noise abatement and control; develop new
measurement procedures for obtaining psychoacoustic data and
elaborate through empirical experiments an interlocking system
of techniques for assessing human response to sound with
built-in opportunities for cross-validation.
The NBS program in psychoacoustic measurement has one
current project, titled Psychoacoustic Measurement Techniques
and funded as follows:
FY 73: $111,000
FY 74: $140,000
*"* 75: $140,000
Specific NBS project activity on loudness measurement
includes: analyzing previous research on the loudness ,
noisiness, and aversiveness of sounds; evaluating the
psychoacoustic measurement techniques as applied to standard-
izing methods for calculating the loudness, noisiness, annoyance,
etc. of sound; and developing new psychoacoustic measurement
techniques based on operational definitions of behavioral re-
sponses with the biases due to verbal instructions minimized.
Equal aversion levels have been established for pure
tones and 1/3-octave measures, determined the aversiveness
of 3 full-octave bands were determined and compared with auditory
evoked potential brain wave recordings from the subjects;
the preference relations among various acoustic stimuli were
examined by means of a binary switching response not involving
verbal descriptors-
D-49
-------
Extension of the work calls for establishing preference
relations among sounds of varying frequency and intensity
using pure tones and white noise; determining the relative
aversiveness of sound of different spectral content and cross-
validating by different methodologies and determining the
utility of diffuse, partially reverberant sound fields for sub-
jective measurements of noise without earphones.
8. HUP
HUD has major research efforts in two categories, community
or collective response and measurement methodology and calibration,
8.1 Community or Collective Response
HUD pursues research in community or collective response
in order to provide the necessary RD&D to support technically
the Department's policies and operating programs and to
provide guidance for land usage near major noise sources.
Prior HUD research has provided technical background for the
preparation of the two documents, "HUD Noise Abatement Guide-
lines" and "HUD Noise Assessment Guidelines" which have been
widely distributed for use in implementing the supporting
Department policy.
HUD's current program of research on community or
collective response consists of two projects, funding levels
for which are shown in Table D-17. The following specific
project work is being performed:
• HUD is conducting a comprehensive nation-wide study and
systematic evaluation of the effectiveness and impact of
the Department's noise policy and of its "Noise Assessment
Guideline". The work is being pursued with a view toward
their revision and improvement.
• HUD also expects to initiate a broad study of the
effects of noise on community development in FY 75.
This will include work on acoustical criteria for
various land use ordinances and building codes, the
effects of noise on housing markets and land values,
and the noise compatibility of intra- and inter-urban
transportation with community development.
D-50
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8.2 Measurement Methodology and Calibration
HUD research in measurement methodology is directed toward
developing measurement systems for use in enforcing HUD depart-
mental standards on noise abatement and control. The agancy
has one program of two specific research projects in this category
as shown in Table D-18.
Under this program HUD funded a project performed by NBS
in FY 74 to develop an inexpensive portable urban noise ex-
posure measurement system which separates potential housing sites
i,nto "clearly acceptable" or "clearly unacceptable" for HUD
housing, and to demonstrate a measurement system for evaluating
sites not clearly within either of these categories as an
alternative to acquiring needed data through a full-scale survey.
In pursuance of HUD goals NBS is developing an instrumenta-
tion system consisting of two units, an outdoor "monitor" which
is left on the building site, and a "reader" which interrogates
thft monitor. The monitor will be a self-contained, battery-
operated unit which registers, on internal memory, the times
in any 24-hour period during which the noise level exceeded 45,
65, 75, and 80 dB(A). Seventeen units are being procured by
HUD for field test by NBS in cooperation with HUD field offices.
Additionally, the instruction manual developed by NBS will be
field tested.
NBS is also assisting HUD in the comprehensive evaluation
of the noise measurement systems in HUD regional, area and
insuring offices across the nation.
D-52
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9, EPA
EPA has current research efforts in six of the eight categories
. of health effects research. This includes a major research effort in
individual behavior effects plus research efforts in the following
categories:
- noise induced hearing loss
- nonauditory health effects
- individual behavior effects
- noise effects on sleep
- communication interference
%
- measurement methodology and calibration
9.1 Noise Induced Hearing Loss
Determination of effects of noise and vibration on hearing sensa-
tions and on human performance. This included investigation of the
effects on human performance of whole body vibration combined with a
random amplitude modulated pure tone presented to the auditory system
(FY 74 $25,000).
Effects of long exposure to noise on hearing threshold. Research
includes investigations to determine whether recovery from an asympto-
tic auditory temporary threshold shift is independent of the duration
at which temporary threshold shift is maintained at an asymptotic level.
Exposures are made for continuous noise for 24 and 48 hours. Intermit-
tent exposures will be included in subsequent experiments. Other studies
are to be conducted in natural living environments under controlled noise
exposures of 48-60 hours. (FY 74 $25,000) (FY 75 $70,000)
D-54
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9.2 Non-Auditory Health Effects
Determination of non-auditory system adaptation effects to long-term
repetitive and varying noise. Studies explore the role of various
stimulus, psychological and methodological variables in the elicitation
and adaptation of non-auditory physiological system reactions to sound
or noise. Peripheral blood volume and heart rate of groups of people
will be monitored where ambient acoustic conditions are interrupted
with intrusive auditory stimuli. (FY 74 $186,000-2 year study)
• * *
9.3 Individual Behavior Effects
Study of behavioral correlates of varying noise environments. A
systematic review of the literature for the past five year is being made
of the effects of specified noise parameters on motor skills performance.
Studies are being conducted to evaluate the behavioral effects of speci-
fied noise environments on motor skill tasks of varying complexity across
subjects matched on relevant personality and motor skills characteristics.
(FY 74 $50,000) (FY 75 $50,000)
Studies on the time varying noise effects on human responses. These
studies include the relationships between human responses and physical
parameters of noise for evaluating descriptions of environmental noise.
Verbal and non-verbal descriptors are utilized in determining and evaluating
responses (FY 75 $75,000). Vigilance performance in the presence of un-
wanted intermittent noise is being studied using primates. (FY 75 $10,000)
D-55
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9.4 Sleep Interference
Correlational analysis of foreign and domestic scientific data on
the effects of noise on human sleep (FY 75 $17,000)
9.5 Communication Interference
Determination of improved criteria for verbal communication includ-
ing schools, home and laboratory. Analyses of speech and ambient noise
levels are being made at the ear during normal and relaxed conversations
in the home, schools, and laboratory. Additionally, category scale
ratings of the noise environments are being conducted in terms of over- .
all rating of the noise environment and in terms of speech communication.
(FY 74 $59,000) (FY 75 $62,000)
Obtain more complete data on the spectrum and temporal distribution
of speech. A wide range of speakers, including male, female, adult, and
Children, will be used. (FY 75 $25,000)
9.6 Measurement Methodology and Calibration
EPA's program in measurement methodology included one project, titled
"Instrumentation and Measurement Systems". ($24,000 FY 73, $32,000 FY 74)
This project was directed toward development of a personal noise exposure
meter with the work being performed at NBS. Specific project activity
included an evaluation of instruments and measurement systems for record-
ing exposures of individuals and developing and demonstrating the capa-
bilities of a measurement system which will record the integrated level
above a thresho!4 of 70 dBA over each one-hour period during a 24-hour day
The system consists of a monitor worn by the individual and a reader which
interrogates the monitor.
D-56
-------
APPENDIX E
PROJECT LISTING BY AGENCY
-------
CONTENTS
APPENDIX E
PBDJECT LISTING BY AGENCY
Agency
NINDS E-l
NIEHS , E-3
NIOSH E-4
DOD E-6
NASA E-9
DOT E-10
NSF E-ll
NBS E-12
HUD E-13
EPA E-14
USDA E-16
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APPENDIX F
PROJECT LISTING BY CATEGORY
-------
CONTENTS
APPENDIX F
PROJECT LISTING BY CATEGORY
Category Page
I. Noise-Induced Hearing Loss F-l
II. Non-Auditory Health Effects F-6
III. Individual Behavior Effects F-8
IV. Noise Effects on Sleep F-ll
V. Comnunication Interference F-12
VI. Conmunity or Collective Response F-14
VII. Domestic Animals and Wildlife F-16
VIII. Measureitent Methodology and Calibration F-17
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