Of Noise: Review Aerodynamic From Propellers, Rofors, and Fans

N
N A T I O N A L A E R O N A U T I C S A N D SPACE A D M I N I S T R A T I O N
Technical Report 32-7462
A Review of Aerodynamic Noise From Propellers,

Rofors, and Liff Fans
Jack E. Made
Donald W. Kurtz
J E T
PROPULSION
C A L I F O R N I A
INSTITUTE
LABORATORY
OF T E C H N O L O G Y
PASADENA, C A L I F O R N I A
January 1, 1970
N A T I O N A L A E R O N A U T I C S A N D SPACE A D M I N I S T R A T I O N
Technical Report 32-1462
A Review of Aerodynamic Noise From Propellers,

Rotors, and Lift Fans
Jack E. Made
Donald W. Kurtz
PROPULSION
J E T
CALIFORNIA
INSTITUTE
LABORATORY
OF
TECHNOLOGY
PASADENA, CALIFORNIA
January 1, 1970
Prepared Under Contract No. NAS 7- 100

National Aeronautics and Space Administration
Preface
The preparation of this report was carried out by the Environmental Sciences
Division of the Jet Propulsion Laboratory for the United States Department of
Transportation.
iii
JPL TECHNICAL REPORT 32-7462

d
.
. . . . . . . . . .
II . Elements of Aerodynamic Acoustics
1 Introduction
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . 2
.
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B. Sources of Aerodynamic Noise . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . .
3. Vortex noise . . . . . . . . . . . . . . . . . . . . . . .
4. Turbulence-induced noise . . . . . . . . . . . . . . . . . . .
A Acoustic Radiator Models .
1. Rotational noise
2. Interaction and distortion effects
C Attenuation
. . . . . . . . . . . . . . . . . . . . . . . .
4
5
1. Geometric attenuation .
2. Atmospheric
. . . . . . . . . . . . . . . . . . .
5
attenuation . . . . . . . . . . . . . . . . . . . 5
111. Propeller Noise .
. . . . . . . . . . . . .
A . Introduction . . . . . . . . . . . . . .
B. Polar Noise Patterns . . . . . . . . . . . .
C. Ordered (Rotational) Noise . . . . . . . .
D. Vortex Noise . . . . . . . . . . . . . .
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A . Introduction . . . . . . . . . . . . . .
B. Characteristics of Rotor Noise . . . . . . .
1. Ordered (rotational) noise . . . . . . .
2. Broad-band (vortex) noise . . . . . . . .
3. Modulation (blade slap) noise . . . . . .
C. Rotor Noise Alleviation . . . . . . . . . .
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'13
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A . Introduction . . . . . . . . . . . . . . . . . . . . . . . .
B. Noise Sources of Fans . . . . . . . . . . . . . . . . . . . . .
14
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15
IV Rotor Noise
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6
V lift Fan Noise
C. Scaling Law
14
14
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Appendix A Explanation of Some Fundamental Terms
Appendix 8 Generalized Propeller-Noise Estimating Procedure .
.
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D. Generalized Lift-Fan-Noise Estimating Procedure . . . . . . . . . 35
Appendix C Generalized Rotor-Noise Estimating Procedure .

Appendix
V
d
Contents (contd)
Appendix
References
E . V/STOL-Noise
Bibliography
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38
. . . . . . . . . . . . . . . . . . . . . . . . . . .
47
Figures
.
. . . . . . . . . . . . . . . . . .
2. Theoretical noise patterns for rotors. propellers and fans . . . . . . . . .
. . . . . . . . . . . . . . . . . .
1 Elementary sources of sound .
3. Sources of aerodynamic noise
4 Molecular attenuation coefficient for air-to-ground propagation at

7OoF and 8 g/m3 absolute humidity
. . . . . . . . . . . . . . . .
5. Noise level as a function of disc loading . . . . . . . . . . . . . . .
6. Acoustic contribution of loading harmonics 10 deg below rotor disc

(adapted from Ref. 12) . . . . . . . . . . . . . . . . .
. . . .
7. Comparison of theories with experimental data at the side of a helicopter .
8. Comparison of theory and experiment (adapted from Ref. 14) .
. . .
. . . . . . .
9 Noise spectrum; comparison of theory (adapted from Ref 12)

and experiment for a two-blade rotor (UH-1A and UH-1B) . . .
10 Octave band vortex noise spectrum below stall (a),

and above stall (b). (adapted from Ref. 13) . . . .
. . . . . .
10
. . . . . . . . . .
11
11. Comparison of computed SPLs vs harmonic number for various KL and KD,
with measured SPLs for a UH-1A helicopter in hover, (adapted from Ref. 19) .
12 Typical blade-vortex intersections for a single rotor system (a),

and a tandem rotor system (b) . . . . . . . . . . . .
13. Tip vortex locus as a function of several operational modes
. . 11
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12
. . . . . . . . 13
. . . . . . . . . . . . . . . . . 15
15. Effect of rotor-stator spacing (adapted from Hickey, Ref. 23) . . . . . . . . 15
16. Normalized overall power of compressor and fan noise
(adapted from Ref. 26) . . . . . . . . . . . . . . . . . . . . .
16
14. Typical tip-turbine-driven lift fan
17 Noise generated by STOL aircraft, 50, 000 to

(adapted from Deckert, Ref. 23) . . . . .
95,000 Ib gross weight
. .
B.l . Near-field axis system . . . . . . . . . . .
8.2 . Reference level . . . . . . . . . . . . .
8.3 . Correction for speed and radial distance . . . .
B.4
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. Variation of over.all,
free-space propeller noise levels with

axial position X/D fore and aft of propeller plane
. . . . . . . . . . . . 23
B.5 . Effect of reflecting surfaces in pressure field . . . . . . . . . . . . . . 23
8.6 . Harmonic distribution of rotational noise . . . . . . . . . . . . . . . 23
vi
JPl TECHNICAL REPORT 32-1462
Contents (contd)
Figures (contd)
. . . . . . . . . . . . . . . . . 23
B.8 . Polar distribution of overall noise levels for propellers . . . . . . . . . . 25
B.7 . Chart for combining noise levels
B.9 . Molecular absorption of sound in air
. . . . . . . . . . . . . . . . 25
B.10 . Far-field axis system . . . . . . . . . . . . . . . . . . . . . .
26
C.1 . Rotor rotational noise axis system
. . . . . . . . . . . . . . . . . 28
C.2 . Rotor noise harmonic sound pressure levels
as functions of
harmonic number, rotational Mach number, and angle from disc plane .
C.3 . Sound pressure levels corresponding to harmonic numbers .

C.4 . Results of vortex noise sample calculation
D.1 . Lift fan axis system .
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D.2 . Normalized power spectrum of compressor and fan noise .
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. 30
. 33
. 34
35
. 36
vii

d
Abstract
Hand-calculation procedures for predicting aerodynamic noise from propellers,
rotors and lift fans useful as first engineering approximations have been assembled
from the literature. Considerable introductory material and a glossary of terms
has been included to make the prediction procedures more meaningful. Current
literature has been reviewed and a comprehensive bibliography on V/STOL aircraft noise is presented.
viii
d
A Review of Aerodynamic Noise from Propellers,

Rotors, and Lift Fans
1. Introduction
The problem of aircraft noise and its annoyance to the
public has been one of increasing concern in recent years.
The advent of turboshaft engines has, in most cases, left
the rotor, propeller, and lift fan systems as the primary
sources of aerodynamic noise in current and proposed
V/STOL aircraft. The forecasted increased commercial
use of these aircraft in close-in, heavily populated areas
has made understanding these systems as noise sources
an important technical objective. Discomfort, interruption
of speech communication and other activities due to intermittent aircraft noise is expected to be realized by a wider
segment of the public with the advent of broad utilization
of low-flying V/STOL aircraft. In addition, high noise
level inside currently flying STOL aircraft provides additional motivation for developing better abatement techniques.
JPL TECHNICAL REPORT 32- 1462
This report is the product of a study of aircraft noise

technology, by JPL for the United States Department of
Transportation, particularly as it relates to V/STOL aircraft. No original research is included. It is the intention
of this review to gather convenience material, useful for
prediction of the aerodynamic noise generated by propellers, lift fans, and rotors; it is representative of the best
methods available in the open literature at this time. Also
included is s d c i e n t background material to enable a
reader without previous experience in acoustics to learn
its terminology and some orientation in the field.
The bibliography included as Appendix E was assembled during the course of the study of V/STOL noise
technology; it is much broader in scope, therefore, than
the remainder of this report which is limited to rotors,
lift fans, and propellers.
1
II. Elements of Aerodynamic Acoustics

A. Acoustic Radiator Models
In earlier work on acoustic theory, such as Ref. 1, many

of the features of aerodynamic noise are discussed in terms
of simple sources (monopoles), dipoles, and quadrupoles.
These are the so-called elementary solutions of the equations of motion from classical acoustic theory of small
disturbances to a gas at rest. The theory was developed
by Lord Rayleigh before the end of the nineteenth century in his Theory of Sound. Such solutions describe the
radiation generated at a point, while real sound is always
generated over some area and can be described only by a
continuous distribution of point singularities. Physical
models, taken from Ref. 2, are shown in Fig. 1.
The simplest of these is the pulsating sphere, which is
used to represent the simple point source where the sound
is generated by the variation of mass outaow from the
source. A simple example of this type of noise is the bursting balloon; none of the noise sources of rotors, fans, and
propellers are of this type.
The next simplest elementary solution is the dipole,
where sound is generated by the injection of momentum
rather than mass. An acoustic dipole is equivalent to a
force concentrated at a point and varied in magnitude
and/or direction. Alternate models are shown in Fig. lb.
(a)
Dipole strength is a vector term with direction as well as

magnitude. Vortex noise is an example of dipole noise,
as are noise due to torque (induced drag) and noise due
to thickness (form drag).
In the appropriate acoustic equation, momentum transport appears in two parts: one represents direct convection
of the momentum component by the velocity component;
the other part, which equally transfers momentum, is the
stress between adjacent elements of fluid. This second
part can be represented by a quadrupole since an element
of fluid under stress bears equal and opposite forces on
opposite sides, each force being equivalent to a dipole
and each pair to a quadrupole. Models for quadrupoles
are shown in Fig. IC.A turbulent jet is a noise source of
this type, as also is thrust noise, because the wake from
which the noise emanates is merely a low-speed turbulent jet.
Cancellation effects in the dipole and quadrupole cause
progressively decreasing efficiencies of radiation at the
lower frequencies. In an example from Ref. 3, which assumes a sphere deforming at a frequency having a wavelength of twice the circumference of the sphere, the
efficiencies of a dipole and a quadrupole relative to a
simple source are 1/13 and lJ000, respectively. This
suggests one means of reducing aerodynamic noise: that
PULSATING SPHERE AS MODEL OF SIMPLE SOURCE OF SOUND
(b) ALTERNATE MODELS OF DIPOLE SOURCE OF SOUND

(a) THICKNESS
OSCILLATING
RIGID SPHERE
OSCILLATING
FORCE
DIPOLE
(b) TORQUE
SOURCES AND SINKS

ON SPHERE
(c) ALTERNATE MODELS OF LATERAL QUADRUPOLE SOURCE OF SOUND
(c) VORTEX SHEDDING
RIGID SPHERES
FORCE PAIR
(STRESS)
DIPOLE PAIR
(d) THRUST
(e)
THRUST AND TORQUE
DEFORMING SPHERE
Fig. 1. Elementary sources of sound
Fig. 2. Theoretical noise patterns for rotors,

propellers and fans

d
as much as possible of the acoustic energy, which is the

inevitable byproduct of the generation of the aerodynamic forces required for flight, be channeled into mechanisms which are inefficient quadrupole radiators.
Each type of radiator has its own polar distribution of
acoustic energy. The simple source or monopole is nondirectional, of course, while the dipole has the familiar
two-lobed figure-8 pattern with the lobes aligned in the
direction of the vector. The quadrupole has a symmetrical
four-lobed pattern. These theoretical polar distribution
patterns are to some degree distorted in practice. Theoretical noise patterns for various types of noise are shown
in Fig. 2 (taken from Ref. 4).
B. Sources of Aerodynamic Noise
Aerodynamic noise may be defined as sound which is

generated as a direct result of relative motion between a
solid body or stream of fluid and the surrounding medium.
The mechanisms by which rotors, propellers and fans
produce intense sound pressures have been the subject
of much work, especially in recent years. Traditionally,
noise generated by propellers has been separated into two
parts called the rotational and the vortex components.
Rotational or periodic noise here describes all sound which
is identified with discrete frequencies occurring at harmonics of the blade passage frequency (number of blades
times the rotational frequency). Vortex or broad band

noise describes the modulated sound produced by the
unsteady pressure field associated with vortices shed from
the trailing edge and tips of the blades as well as some
of the noise sources associated with turbulence effects in
the air stream. The helicopter rotor and single or multistage lift fans deserve separate consideration because,
although much of their noise can be explained in terms
of propeller noise sources, there are a number of other
sources which are exclusive to, or of increased importance
in, those devices to the point where they make significant
contributions to the overall levels. For purposes of this
discussion, the sources of aerodynamic noise have been
structured as shown in Fig. 3. They include not only the
traditional sources of noise in propellers but also those
additional sources which can be important for rotors and
fans.
I . Rotational noise
a. Thrust and torque noise. All real rotating airfoils, i.e.,
those having thickness, have a pressure distribution when
moving relative to the surrounding medium. This pressure
distribution can be resolved into a thrust component normal to the plane of rotation and torque component in the
plane of rotation. Conversely, the air in contact with the
propeller has a force on it which can be resolved into
the thrust and torque vectors. This pressure field on the
AERODYNAMIC
NOISE
a
PERIODIC
INTERACTI O N
AND
DISTORTION
EFFECTS
ROTATIONAL
NOISE
THRUST
AND
TORQUE
BROAD BAND
BLADE
SLAP
THICKNESS
AMPLITUDE
AND
FREQUENCY
MODULATION
TURBULENCE
INDUCED
VORTEX
NOISE
WAKE AND
FIELD
1 NTERACTIONS
TRAILING
EDGE
VORTICES
TIP
VORTICES
3
.i
air is steady relative to the blade and rotates with it if

operating under conditions of uniform inflow. For nonuniform inflow, for example a helicopter rotor in steady
forward flight, the difference in relative blade speed during forward and backward motion of the blade relative
to the flight path requires a cyclic incidence variation to
provide a reasonably uniform lift over the disc. To a first
approximation, the forces on the air next to the disc would
be constant under these conditions; the effects of incidence
changes wofild appehr only as variations of chordwise
loading over the blade. From a fixed point on the disc,
the rotating field appears as an oscillating pressure. The
frequency of the oscillation is the frequency with which
a blade passes that point (blade passage frequency), and
the wave form of the oscillating pressure is determined
by the chordwise distribution of pressure on the blades.
Analytically, rotating airfoils generating thrust and torque
noise may be represented as an array of stationary dipole
sources in the rotor disc which are activated during blade
passage.
b. Thickness noise. In addition to experiencing a fluctuating force, an element of air in the disc will be physically
moved aside by the finite thickness of the blade. In a fixed
frame of reference this displacement is equivalent to a
periodic introduction and removal of mass at each element
of air near the disc. The rate of mass introduction at a
point, which is determined by the blade profile, incidence
and speed, can then be expressed as the strength of a
simple source. Up to values of resultant tip speed approaching sonic, thickness noise is generally found to be
small compared with the noise arising from torque and
thrust. At higher tip speeds, however, it may assume equal
importance.
2. Interaction and distortion effects. The following
periodic effects are usually identified with helicopter rotors but may occur to a lesser degree in fans and propellers.
a. Blade slap. Impulsive noise, blade bang or blade slap

may consist of high-amplitude periodic noise plus highly
modulated vortex noise caused by impulsive fluctuating
forces on the blades. The mechanisms by which these
forces mayarise are: (1)blade-vortex interaction, (2) periodic stalling and unstalling of a blade, and (3) shock wave
formation and collapse due to unsteady periods of local
supersonid flow. The first and second conditions (and possibly the third) may occur when a blade passes through
or near a tip vortex or the unsteady wake generated by a
preceding blade. Operation in this unsteady flow condition leads to strong fluctuating forces. Here, aeroelastic
properties may become significant parameters. The third

mechanism may also result directly from operation of a
blade at high tip speed (such as an advancing helicopter
blade during high speed flight). When it occurs, blade
slap is by far the dominant source of aerodynamic noise.
b. Amplitude and frequency modulation. Distortion

effects of these types can significantly alter the character
of the generated sound. Amplitude and frequency modulation resulting from the periodic advance and retreat of
the source relative to a stationary observer effectively
increases the detection and annoyance of a noise source.
In addition, Doppler shift due to motion (flyover) of the
aircraft relative to the fixed observer causes a frequency
shift in the overall noise level which is proportional to the
velocity of the aircraft.
e. Wake and jieM interaction. The angle of attack and
hence the lift of a blade passing through a series of wakes,
as in a lift fan with upstream stators, will be modulated at
the fundamental frequency of the blade wake interaction
and is thus a source of additional periodic noise radiation.
The modulation of lift due to interaction of the pressure
fields of two adjacent blade rows in relative motion can
produce noise levels equal to wake interactions and at the
same frequencies.
3. Vortex noise. The dominant source of broad band
noise is called vortex noise which has been defined as that
sound which is generated by the formation and shedding
of vortices in the flow past a blade. For an infinite circular
cylinder, normal to the flow and in the range of Reynolds
numbers from IO2 to IO5, it is well known that the vortices
are shed in an orderly vortex street which is a function of
cylinder diameter and flow velocity. The process in the
case of a rotating airfoil is similar and since there is a
different velocity associated with each chordwise station
along the span, a broad band of shedding frequencies
results. This produces a dipole form of acoustic radiation
in which the strength of the source is proportional to the
sixth power of the section velocity. Hence the frequencies
associated with the area near the tip tend to be of greatest
amplitude. Also, since a blade develops lift (thrust), tip
and spanwise vorticity of strength proportional to the
thrust gradients are generated and shed. Their dipole
acoustic radiation combines with that from the trailing
edge vortices to make up the so-called vortex noise.
4. Turbulence-induced noise. In flow fields containing
shear layers such as boundary layers, random noise is produced directly by the motion of small-scale turbulence
4
i
which, since it is quadrupole in nature, is inefficiently

radiated and inaudible in the presence of other noise
sources. However, considerable amplification of the weak
noise generation mechanism of turbulence results due to
interaction with the pressure field of a moving blade. The
induced acoustic radiation is of the more efficient dipole
type.
C. Attenuation
1. Geometric attenuation. As a sound wave travels

through still homogeneous air, it loses energy in three
ways. The first and usually most important process is that
due to the geometric distance between the source and the
observer. If one considers spherical wave spreading from
a point source of uniform intensity, the sound pressure
level registered at the observer varies inversely as the
square of the distance from the source. This relationship
is valid (to a first order approximation) for non-point
sources if the observer is in the far field (i.e., if the distance from source to observer is great relative to the
dimension of the source). Expressed in terms of the logarithmic decibel scale, the sound pressure level falls by
6 dB for every doubling of distance from the source.
2. Atmospheric attenuation. The other two processes
by which a sound wave loses energy are functions of the
atmosphere itself. The first mechanism arises through
losses from heat conduction and radiation, viscosity, and
diffusion. This is generally termed classicu2 absorption
and is proportional to the square of the sound frequency.
The other process has to do with molecular relaxation
in the air and, unlike classical absorption, is a function of
humidity as well as frequency. Typically, this second
effect is much more important in the audible range of
frequencies, and classical absorption is generally neglected. Wind gradients and atmospheric turbulence can
also be a significant factor. Attenuations measured upwind
may exceed those measured downwind by 25 to 30 dB.
Figure 4 shows the approximate molecular attenuation
levels for air-to-ground sound propagation for an air
temperature of 70F and absolute humidity of 8 g/m3 as
determined by the technique given in Ref. 5. A detailed
treatment of atmospheric attenuation is given in that
reference. Similar curves for both classical and molecular
attenuation for other values of atmospheric temperature
and humidity can be obtained readily. It should be noted,
however, that recent tests with turbofan aircraft have
brought the present state of knowledge regarding atmospheric attenuation into dispute. The values of attenuation
generally used (Ref. 5) for the high frequencies would
appear to be too large based on these tests.
150
600
FREQUENCY BAND, Hz
2400
10,000
Fig. 4. Molecular attenuation coefficient for air-to-ground

propagation at 7OoF and 8 g/m3 absolute humidity
111. Propeller Noise

A. Introduction
As discussed in Section 11, the noise produced by an

operating propeller has been an object of scientific interest
for many years. All of the early work in the aeronautical
noise field, both analytic and experimental, was concerned
with the propeller noise problem or with allied configurations such as Yudins work (Ref. 6) with rotating rods.
Although closely related to the noise produced by rotors
and fans, the problem of propeller noise is, in some respects, simpler because of the configurationand operating
conditions of the propeller. The small number of blades
in a normal propeller together with the flow velocity
through the propeller disc minimizes the interference
effects due to operation in the wake of preceding blades.
The structure and location of the propeller is such that
noise due to blade flutter and asymme.trica1induced flow
are not normally encountered. At moderate tip speeds, i.e.,
slightly below the onset of compressibility effects, both
vortex noise and rotational noise due to thicknesdare lower
than the rotational noise due to thrust and torque. Consequently, most of the noise work on propellers, of both
a theoretical and experimental nature, has concentrated on
the effects of thrust and torque, In studies dealing with
5
the reduction of overall propeller noise, however, vortex

noise has been shown to be an important contributor and,
in the case of high-speed flight, the level of thickness noise
may exceed that of thrust and torque noise.
'The theoretical polar noise patterns for propeller noise

were shown in Fig. 2 and discussed in Section 11;however,
a few additional details are noteworthy. While thickness,
torque, and vortex noise show the dipole pattern, the
former two have their maximums in the plane of rotation,
while the latter has its maximum along the axis of rotation.
While it is not shown in the figure, the two forward lobes
of the quadrupole pattern of the thrust noise are 180 deg
out of phase with the torque lobes. Figure 2e shows a
combined thrust and torque polar noise pattern that is
typical for a normal propeller. The relative magnitudes
of the lobes are approximately correct. Theory indicates
that the angle of maximum intensity for a stationary propeller is 120 deg, as measured from the forward axis of
rotation. For a propeller in motion along the axis of
rotation, this angle is reduced, because the contribution
of the aft lobes of thrust noise becomes smaller as thrust
itself becomes less. At. 150 mph, the angle of maximum
intensity might be 105 deg. Only the rear lobes contribute
to this effect because of the out-of-phase relationship of
the forward thrust lobes.
C. Ordered (Rotational) Noise
The theoretical work of Gutin (Ref. 7) has been reduced

to a suitable form for engineering use.
=
SA
= tip Mach number
JnzR
= Bessel function of order mB
x = argument of Bessel function 0.8 MtmB sin 0
e = angle from forward propeller axis to observer
B. Polar Noise Patterns
Pm
Mt
TCOS0
JmB(X)
where:
p = rms sound pressure level (SPL)lin dynes/cm2
The expression gives reasonable agreement with experimental results for the first few harmonics of conventional
propellers operating at moderate tip speeds and forward
velocities. In these circumstances, summation of the
square root of the sum of the squares of the solutions to
the above expression for m = 1,2,3,4 will yield an adequate approximation of the overall sound pressure of
the thrust and torque components. Under such conditions it is a suitable estimate of the total noise as well.
Equation (1) is not of a form that makes the functional
relationship between the basic geometric and operational
parameters and rotational noise clear; however, Hubbard,
in Ref. 8, constructed, from solutions to this equation,
plots which show that the noise level increases with
absorbed power, increased diameter, fewer blades, and
especially with increased tip speed. In the case of the
number of blades, the change in noise level is partially
offset by the resulting shift in frequencies of the spectrum so that the change in loudness levell is small.
As tip Mach number is reduced to the range between
0.5 and 0.3, experimental results begin to diverge from
the values predicted by Eq. (1) in the direction of higher
levels. In this region, vortex noise, which originates in
the variable forces acting on the medium during flow past
the blade, makes itself known.
D. Vortex Noise
(1)
An equation developed by Hubbard, which was based

on Yudin's original work, additional work by Stowell and
Deming (Ref. 9), and others, is frequently used to calculate
vortex noise in terms of SPL.
m = order of the harmonic
(dB at 300 ft)

SPL = lOlog kAb (v0'7)G
S = distance from propeller hub to observer, ft
where
R = propeller radius, f t
k = constant of proportionality (see Section 11)
A = propeller disc area, ftz
PA
= absorbed power, horsepower
T ='thrust, lb
Aa = propeller blade area, ft2

Vo.7= velocity a t 0.7 radius
B = number of blades
The expression indicates that vortex noise is a strong

function of blade velocity; doubling the blade velocity
increases the SPL by 18 dB. The effect of doubling blade
'See Appendix A.

d
area is less severe; the SPL is increased by 3 dB. This

suggests that the way to reduced vortex noise is to minimize the tip velocity and to make up the required thrust
by increasing blade area as far as possible within the
constraints of efficiency and structure. It should be
remembered, however, that the vortex noise of propellers
does not become significant until the blade velocity is
already below normal operational values.
can be used to estimate either near-field or far-field noise.

The accuracy of near-field estimates is given at +5 to
-9 dB overall, in general, and better or certain conditions. The accuracy of far-field estimates is given as
_tlOdB overall at 500 ft, based on limited experimental
data.
Work on theoretical propeller noise prediction methods

has progressed and is being continued at a relatively low
level of effort at the present time. Despite the use of
modern computers, which has permitted increasing
degrees of sophistication, there does not seem to be a
method presently available which is capable of adequate
prediction of sufficient harmonics over an operating range
that includes vortex noise at the low end and thickness
and compressibility effects at the high end.
A. Introduction
Although considerable experimental noise measurement

work has been carried out on propellers, much of it is
unsuitable for use as research material because the bandpass of the measuring equipment used was too wide to
distinguish details of the spectrum at the higher frequencies. Only recently has suitable narrow bandpass
equipment become generally available.
Studies with sub-scale propellers (see Ref. 10) have
been used to investigate the effect on noise of such geometric parameters as the number of blades and activity
factor. Even the older theories predict gross variations
with geometric and operational parameters. However, the
usefulness of such data in the prediction of full scale
propeller noise characteristics has not yet been established. In particular, the importance of aeroelastic effects
which are difficult to match between model and full scale
should be studied. The results of some of the more useful
experimental noise measurements on full scale propellers
is summarized in Ref. 4.
Because theory has not prbved to be fully adequate as
a means of predicting propeller noise, a number of
methods, based to some degree on experimental measurements, have evolved; these methods are intended to be
either more general than presently possible with theory
or to cover special conditions where the theory is inadequate. One of the most useful, judged by the criteria of
simplicity of application and range of applicability, is
the procedure developed at the Hamilton Standard Division of United Aircraft and presented in Ref. 4. It is
reproduced here in Appendix B for the sake of convenience. The method, which is divided into two sections,
IV. Rotor Noise
Aircraft employing lifting rotors presently represent the

most efficient method of vertical takeoff and landing operation. Low disc loading rotorcraft may indeed represent
the quietest present-generation aircraft with VTOL capability (Fig. 5). Although it may be the best system currently available, the rotor craft as a noise source will not
achieve complete community acceptability. In order to
make the required noise reductions for inter-city operation, it is important that the basic elements which produce
the noise be fully understood. It is not, however, the purpose of this section to develop an original rotor noise
prediction analysis, but merely to present some of the
highlights of the current state of the art and the trends
indicated.
B. Characteristics of Rotor Noise
1. Ordered (rotational) noise. The study of rotor noise

has had the advantage of drawing on the knowledge
gained from earlier interest in the propeller. It was found,
however, that although propeller noise theory was fairly
accurate in describing the sound level of the first harmonic
of rotors, it was grossly in error for the higher harmonics.
This is not altogether surprising when one considers the
80
DISC LOADING, lb/ft2
Fig. 5. Noise level as a function of disc loading
relative complexities of the two systems. The propeller

that Gutin described was a rigid device rotating in steady,
uniform flow. The modern rotor is quite a different system. The main feature of rotor aerodynamics is the lack
of symmetry. In transitional and forward flight, the rotor
disc encounters highly nonuniform inflow, and the mechanism by which forward thrust is obtained gives rise to
cyclic pitch and fluctuating airloads on advancing and
retreating blades. Cyclic pitch is the name given to the
first harmonic variation applied to the blade pitch angle
as it rotates. (For an introductory treatment of helicopter
aerodynamics, see Ref. 11.) Reference 12 states that since
the relative air velocity over the blade also has a first harmonic variation and since aerodynamic forces are proportional to the square of the relative velocity, one may expect
to find at least three harmonics in the force fluctuations
acting on the blades. However, this would be true if the
flow through the rotor were uniform. Under real operating
conditions, velocity fluctuations are induced which give
rise to a multitude of blade loading harmonics. The calculation or experimental determination of these higher harmonic blade loads is extremely complex and has met with
only limited success. Many authors (Refs. 12 through 14)
are of the opinion that all the significant higher harmonic
sound effects (except possibly at transonic or supersonic
speeds) can be attributed to these unsteady higher harmonic loadings and, further, that any sound harmonic
receives contributions from all loading harmonics. This
effect is illustrated in Fig. 6, from Ref. 12, which shows
Lowsons calculated contribution to a number of sound
harmonics of the first 60 loading harmonics on a fourblade rotor.
Two modern rotor noise theories by Schlegel, et al.
(Ref. 13), and Loewy and Sutton (Ref. 14) make use of
the available harmonic loading data in their analyses. A
comparison of the theoretical and experimental results
from each report is presented in Figs. 7 and 8. Both investigations use substantially the same approach. The
equations for sound generation from a point source are
written, and expressions for the radiation from the complete rotor are obtained by integration over the rotor disc.
Thickness noise and shear effects were ignored in both
reports. A difference in form between the basic equations
used results from the use of the Garrick and Watkins
(Ref. 15) moving axis form by Loewy and Sutton and the
more usual fixed axis form by Schlegel, et al. In each
approach; the necessary integrals are evaluated on a computer. Both approaches retain the acoustic near-field
terms in the point source radiation. (A fluctuating point
force produces an acoustic pressure field that contains two
components, one of which falls off as T* and one as T,
8
LOADING HARMONIC NUMBER,A
Fig. 6. Acoustic contribution of loading harmonics

10 deg below rotor disc (adapted from Ref. 121
IMEASURED DATA
OTHEORY GUTIN
HARMONIC NUMBER
0 THEORY
ATHEORY
- SCHLEGEL
- LOWSON
HARMONIC NUMBER
Fig. 7. Comparison of theories with experimental

data at the side of a helicopter
100
<5,
80
v
N
x
2
U
m
60
2
A
w
L*
..
.-.
1 -1
VV
v)
w
L
0*
4c
2c
10
12
HARMONIC NUMBER, rn
Fig. 8. Comparison of theory and experiment

(adapted from Ref. 14)
where T is distance.) Clearly, sufficiently far away from the

source, only the last (acoustic far-field) term is signscant.
For calculations near the source (say, a wavelength or so),
the first (acoustic near-field) term must be retained. The
Schlegel approach does assume a second geometricfarfield approximation,whose terms of order ( R / T ) where
~,
R
is rotor radius, can be neglected, thus simplifying the integration. All far-field approximations will be valid sufficiently far from the rotor. Schlegel uses a rectangular
distribution approximation to the chordwise loading pattern, while Loewy and Sutton use an analytic approximation. Schlegel shows detailed comparison with
experimental results for only the first four harmonics.
Fair agreement is found for the first two, but it is clear
that underestimation of the fourth, and presumably higher,
harmonics occurs. However, it should be noted that this
is a substantial improvement over the use of Gutins formula. This report shows clearly that the higher harmonics
of the loading have important contributions to the higher
harmonics of the noise. Loewy and Sutton came to the
same general conclusions. The usefulness of these theories, then, depend on the availability of higher harmonics
loading data. Rotor aerodynamics is an exceedingly complex three-dimensional problem; at the present time even
the accurate prediction of low-frequency fluctuations, for
the purposes of calculating blade vibration response, is a
formidable task. Higher harmonic loading prediction is
even more difficult, and the validity of theoretically or
experimentally generated data is very questionable at the

present time.
Lowson and Ollerhead have undertaken to avoid the
impasse by deriving empirical harmonic decay laws. A
study of the available full-scale blade loading data revealed that the amplitudes of the airload harmonics decayed approximately as some inverse power of harmonic
number, at least in the range which covered the first 10
harmonics. For steady flight out of ground effect, the
optimum value for the exponent was found to be -2.0
so that the amplitude of the xth loading harmonic was
proportional to h-2.0.This law was then extrapolated indefinitely to higher frequencies in order to provide some
estimate of the higher harmonic airload levels. However,
before this could be used as a basis for noise calculations,
account had to be taken for phase variations around the
rotor azimuth and along the rotor span. It was assumed
that the phases could be randomized, in the case of the
span wise loading variations, this was accomplished by
the introduction of a correlation length concept such
as commonly used in turbulence theory. By assuming that
the correlation length was inversely proportional to frequency, this resulted in an approximate net effect of adding a further -0.5 to the exponent of the loading power
law. Also, an effective rotational Mach number concept is
introduced which enables the effects of forward speed to
be calculated directly from results for the hover case.
9
JPL TECHNKAL REPORT 32-7462
Using these approximations,the rotational noise spectrum

for the Bell UH-1 helicopter was calculated for comparison with available measurements. The comparison is
shown in Fig. 9. Because of uncertainties regarding the
overall levels, they were normalized on the basis of power
in the third and higher harmonics. Although for this reason, nothing can be said about overall levels; the agreement, insofar as spectral shape is concerned, is good up
to the thirtieth harmonic. The calculated levels are shown
for the hover case in Fig. 7a. They are only slightly better
than Schlegel's theory at the fourth harmonic. Lowson
made some simplifying assumptions to his closed-form
analytic solution, which enabled him to develop a set of
useful design charts. These charts allow the user to determine rotational noise levels for a rotor under any conditions of steady flight with a few simple hand calculations.
The charts, with detailed instructions for their use and an
example calculation, are shown in Appendix C. With careful use, the procedure can yield any reasonable number
of noise harmonics at any point in the far field of the rotor
to within 2 dB of the value obtained by computer techniques. Comparisons with experimental results indicate
that, although the design charts may be in error for the
overall levels, they should give the parameter trends quite
accurately. The charts should be useful tools for design
tradeoff studies.
2. Broad-band (uortex) noise. The fundamental generation mechanism of broad-band and, more particularly
vortex noise from rotors is not yet fully understood. In
Yudin's early work with rotating rods, vortex noise was
considered to be a viscous wake-excited phenomenon and
indeed it must be in that case. However, in the case of a
lifting airfoil such as a rotor, the experimental evidence
could support equally well the contention that it is caused
by a random movement of the lifting vortex in the tip
region. Stuckey and Goddard (Ref. 16) used a radial array
of microphones in their rotor measurements, but were not
able to locate the true center of dipole activity from their
data. In view of the work by Spencer et al. (Ref. 17),
Schlegel, et al., and others in reducing broad-band noise
through modifications to rotor tips, it seems certain that
the tip vortex does have a significant effect. Quite likely,
both the tip vortex and the vortex sheet shed from the
upper surface of the airfoil contribute in varying degrees
depending on the configuration and operating conditions.
There is evidence, however, that a portion of what was
originally identified as broad-band, vortex noise may, in
fact, be higher harmonic rotational noise. Lowson and
Ollerhead report that the rotational noise of rotors may
dominate the noise spectrum up to 400 Hz and higher.
They explain this divergence from a generally held earlier
THEORY, M = 0.5,
0 ELEVATION
ELEVATION = 5 deg
- 10 deg,
r = 100 ft, GROUND RUNNING
HARMONIC NUMBER
Fig. 9. Noise spectrum; comparison of theory (adapted

from Ref. 12) and experiment for a two-blade rotor
IUH-1A and UH-1Bl
opinion that, above 100 Hz vortex noise became dominant

by saying that the commonly used 1/3 octave analysis of
experimental data does not distinguish the higher individual harmonics and that experimenters were prejudiced,
since previous theoretical results predicted that rotational
noise decayed more rapidly than, in fact, occurs. At any
rate, broad-band noise is generated and can be dominant
under some rotor operations, e.g., at very low rotational
velocities with two or three bladed rotors where even
higher harmonics of the blade passage frequency may be
inaudible. Hubbard and Regier (Ref. 18) extended the
work of Yudin and postulated that, for propellers with airfoil sections, as for rotating circular rods, the vortex noise
energy was proportional to the ,first power of blade area
and to the sixth power of the section velocity (see Section 111).Hubbard's formula is based on a C , = 0.4.Adjustment is made for other values of C , by using an
effective blade area. Schlegel reports that intensive analysis of experimental rotor test data indicated that greater
accuracy could be attained by using actual blade area
and coefficient of lift. He also suggests that the constant
k, in Hubbard's equation (Section 111, Part D) for rotor
use, should be 6.1 X
However, the value is not firmly
established; experimental measurements, where they are
available and reliable, should be used to evaluate the
constant for a particular set of conditions. A systematic
experimental program on vortex noise might reveal
the effect of secondary variables which are at present
10
d
contained within the constant;the problem in evaluating

the constant to a firm value may be due to the many measurement difficulties.
Variations in lift for the modified equation are accounted
for by addition of the term 20 logCL/0.4. Schlegels resulting equation for vortex noise at 300 f t is
SPL = lolog
6.1 x
10-27
A~(v,..,)~2o log CL
10-16
0.4
(3)
This equation yields an overall level only and has no provision in itself to indicate spectrum shape. Theoretically,
frequencies of vortex noise form a continuous spectrum
from near-zero to a cutoff frequency which depends upon
the rotational speed of the tip. Schlegel has gained some
insight by experimental methods into vortex octave band
spectrum shape of a blade operating out of stall as shown
in Fig. loa. This condition is present at low angles of
attack at the tip. The peak frequency f is defined as
as presented by Schlegel. It is evident that the separated

flow has caused a rise in the levels of the octaves above
the peak octave. Therefore, from Eq. (3) and Fig. 10, one
may predict the vortex noise octave band spectrum for a
rotorblade operating in or out of stall. The method and
an example problem is presented for convenience in
Appendix 6.
Sadler and Loewy (Ref. 19) have taken a unique view
of the problem of rotor noise prediction. Their approach
involves the simultaneous consideration of both the rotational and vortex shedding effects. While some improvement in predicted noise over Loewy and Suttons earlier
report is achieved, noise levels at harmonics of the blade
passage frequency still were not predicted accurately. A
comparison between the theory and measured data from a
UH-1 helicopter in hover is presented in Fig. 11, The
inaccuracy may be due to deficiencies in the theory, or it
and is the Strouhal frequency at the 0.7 radius station

for a constant Strouhal number of 0.28. (This is satisfactory for the usual range of Reynolds numbers for a helicopter rotor.) When unsteady aerodynamic forces appear
near the tip of a blade, due to the occurrence of either
stall or drag divergence, there is a definite change in the
spectrum shape. Figure lob represents the general spectrum shape of a blade operating under these conditions,
O
(a) SP~CTRUMBELOW;TALL
-1
v)
-1
-10
2
,
Y0
.,
-20
V
m
Y
-1
(b) S:ECTRUMABOVE
-1
:TALL
L
u7
-10
KL AND KD ARE VORTEX STREET
20
-20
Fig. 10. Octave band vortex noise spectrum below stall

(a), and above stall Ib), (adapted from Ref. 13)
LIFT AND DRAG CONSTANTS
10
15
20
HARMONIC NUMBER
Fig. 11. Comparison of computed SPLs vs harmonic

number for various K L and ED, with measured SPLs for
a UH-1A helicopter in hover, (adapted from Ref. 191
11
may be due to deficiencies in the experimental airload

data, which are again required for the calculation of the
higher harmonics of the rotational noise.
3. Modulation (blade slap) noise. Rotors suffer more
from modulation and distortion noise than any other aerodynamic noise generator. Slowly rotating, large-diameter
rotors typically exhibit recognizable amplitude modulation and Doppler effects'due to source rotation with respect to a stationary observer. Neither this amplitude or
frequency modulation generally adds to the disturbance
or annoyance level of a helicopter, although it may lower
the level of detectability. Blade slap, the colloquialism
that has been applied to the sharp cracking sound associated with helicopter rotors, is by far the most annoying
of any of the rotor noise sources. Until recently, only
Ref. 20 has dealt with the problem of blade slap in any
detail. A large section of Schlegel's work was devoted to
blade slap; more recently, Spencer et al. presented a paper
connected solely with the practical aspects of blade slap.
To date the only attempt at a quantitative study of the
problem seems to be the papers published by Leverton
and Taylor (Refs. 21 and 22). In the latest, Leverton lists
the three main mechanisms generally postulated for blade
slap in the literature:
profile, will become severely distorted. On a single rotor

lift system, a blade will most likely pass near, or cut
through, a tip vortex shed by a preceding blade (Fig. 12a).
On a tandem rotor lift system, it is more likely that one
rotor will cut the vortex filament generated by the other
disc (Fig. 12b). The fact that large fluctuations in lift
occur when a blade passes close to a vortex filament is
obvious. Figure 13, taken from Ref. 23, is an attempt to
depict the interference between the rotor blade and the
tip vortex. When the aircraft is accelerating and climbing,
it moves away from the tip vortex helix. Conditions are
similar for autorotating descents. The intersection occurs
when the aircraft is flying at a low descent rate or with
the rotor unloaded. The rotor then moves through its own
tip vortex system.
Leverton states that the "peak" velocity amplitude encountered by the blade will be practically independent
of the type of interaction; thus, noise from any intersec(a)
SINGLE ROTOR SYSTEM

AIRCRAFT
Fluctuating forces caused by blade-vortex interaction.

Fluctuating forces resulting from stalling and unstalling of the blade.
Shock wave formation due to local supersonic flow;
it is suggested that this is either (a) a direct result
of operating a blade at a high tip speed or (b)
caused by a blade vortex interaction.
(b) TANDEM ROTOR SYSTEM
At the present time, detailed information on these mechanisms is still limited; therefore, it is almost impossible to
state which is the most likely mechanism. However, a
blade intersecting the tip vortex shed by a preceding blade
could itself cause the other two mechanisms to occur.
Leverton assumes that blade slap is the direct result of
the fluctuating lift caused by the interaction of a blade
and a vortex filament. This can either be an actual intersection when a blade cuts a vortex filament or the effect
of a blade passing very close to a vortex filament.
Although it is easy to imagine a blade and a tip vortex
intersecting, it is extremely di5cult to visualize the details
of such an encounter and practically impossible to describe
it mathematicalIy. As a bIade intersects or comes near a
vortex filament, the blade circulation, and hence the lift
12
<Fig. 12. Typical blade-vortex intersections for a single

rotor system (a), and a tandem rotor system (b)

d
ZECI? VORTEX
.
Fig. 13. Tip vortex locus as a function of several operational modes
tion, to a first approximation, will be dependent only on

the vortex size and blade parameters. Spencer et al. experimented with various rotor tip designs to modify the
induced velocity structure of the tip vortex. Results indicated that the maximum velocities induced within the
vortex core could be reduced to about 12%of those for a
standard tip. However, drag data indicated that most configurations adversely affected performance. Unfortunately,
no acoustic measurements that would determine the guantitative effect on blade slap intensity were made.
Leverton has developed a blade-slap theory that has
proved to be quite limited due to simplifying assumptions
and lack of adequate vortex profile data. He assumes that
the blade span and chord width effects of the vortex are
small and that the blade does not deflect while intersecting a vortex filament. His results are compared with
subjective assessments and are found to be indicative, at
best, for only small chord rotor systems with less than
three blades. A more detailed description of the strength
and geometry of specific blade-vortex interactions is
necessary before satisfactory prediction methods will be
available.
C. Rotor Noise Alleviation
Rotor noise technology and experience indicate several

obvious and a few more subtle methods for reducing the
noise generated by lifting rotor systems. Theory indicates
that noise output is proportional to the product of thrust
and disc loading. Eliminating thrust as a design variable,
the most obvious method of reducing disc loading is

increasing the rotor diameter. Tip speed has been shown
to be an important parameter in two ways: through the
direct effects of Mach number (compressibility and drag
diverqence) and through blade-wake spacing. For a given
rotor producing a given amount of thrust, the downward
velocity of the blade wake is essentially constant, so that
the vertical distance between a blade and the vortex trailing from the tip of the previous blade is increased by
reducing the tip speed. To do this, collective pitch must
be increased. Lowson (Ref. 12) shows that radiated sound
rises substantially at both high and low values of collective pitch and suggests that an optimum collective pitch
setting for minimum noise exists. The basic mechanism of
increasing collective pitch is to increase the displacement
of the shed vortex wake further beneath the oncoming
blade so that harmonic airloads are substantially reduced.
The use of high-lift airfoil sections on the rotor blades is
another way of increasing wake displacement. Davidson
and Hargest (Ref. 24) suggest another method of reducing boundary layer separation and turbulent wake interaction: A blade with direct circulation control would not
depend on pitch for lift generation, and the higher its
lift coefficient, the more stable its wake and boundary
layer becomes, because the control of circulation naturally
implies some control of the boundary layer. The jet flap
rotor appears favorable in these respects although a tradeoff of the jet noise itself must be made.
Another possible method of noise reduction is to decrease the activity factor by increasing the number of
blades or distributing the load over a larger blade chord.
13
Tandem rotor lift systems exhibit some undesirable, as

well as desirable, noise features. With two large-diameter,
low-disc-loading counter-rotating rotors, the noisy tail
rotor (more nearly a propeller) may be eliminated. The
obvious and relatively serious problem is the rotor-wake
interaction. If the two overlapping rotors can be separated
to operate in a diffused wake region and vortex interactions can be minimized, a relatively low-noise vehicle
could result. However, this represents a difficult design
problem.
In an effort to improve the rotor efficiency with a spanwise elliptical lift distribution, Schlegel found that his
trapezoidal tips resulted in vortex noise reductions of
7 to 10 dB. Apparently the tip vortex strength is a significant factor in the generation of vortex noise and may be
effectively alleviated with proper design considerations.
Spencer et al. showed that they could reduce the induced
velocity in the tip vortex and proposed this as a method
of reducing the intensity of blade slap. However, it appears that the easiest way to reduce blade slap is to
operate under flight conditions that avoid blade-vortex
interaction altogether.
Major design requirements for minimum noise can be
summarized as follows:
(1) Low tip speed.
(2) Large number of blades.
(3) Low disc loading.
(4) Large blade chord.
(5) Minimum interference with rotor flow.

(6) Any features that will reduce the high-frequency
airload fluctuations.
V. lift Fan Noise

A. Introduction
The lift fan, in terms of disc loading, falls between the

ducted propeller (low-disc loading) and the jet lift engine
(high-disc loading). The ducted propeller consists of a
relatively conventional propeller having a small number
of blades which are enclosed at the tips by a surrounding
shroud or duct supported by radial struts attached behind
the propeller to the shaft housing or engine mount. Because it operates at very low pressure ratios, the ducted
propeller does not require stators, and the main noise
source is rotational noise. On the opposite boundary is
the lift engine, which operates in the lift mode with its
axis approximately vertical; it can be either a straight
14
turbojet or a bypass engine (fanjet). There is no sharp

demarcation between this latter type and the hub-driven
lift fan, but the lift fan does operate at higher bypass
ratios. Bypass ratios of as much as 20 are under consideration for lift fans.
A second type of lift fan is the tip turbine driven fan,

which might appear as shown in Fig. 14, taken from
Ref. 23. The exhaust gas from the engine flows into the
scroll; from there, it is distributed circumferentially
around the fan to locations where it is exhausted through
nozzles into the tip turbine, an integral part of the fan
rotor. The number of turbine blades is typically much
greater than the number of fan blades; the blade passage
frequency of the turbine will fall near the upper limit
of audibility, resulting in subjective noise, which is quite
low, from this source. In any case, the pressure ratio of
the lift fan is higher than that of the ducted propeller.
When a stator is employed, it is usually close to the rotor
in order to minimize engine volume and weight. Rotorstator interaction may be the primary source of noise in
that case. Lift fans of either the tip turbine-driven or the
hub-driven types have many blades and may require
stators if higher pressure ratios are desired.
B. Noise Sources of Fans
The general form of the frequency spectrum of fan

noise is a broad spectrum extending over a wide range
of frequencies, with its maximum level usually at frequencies of the order of 0.2 U / d , where U is the representative
velocity (such as tip speed) and d is the representative
length (such as motor diameter). Superimposed on the
broad-band spectrum are discrete frequency peaks that
occur at the fundamental blade passage frequency and its
harmonics. The relative strength of the discrete frequency
component diminishes, relative to the broad-band noise,
as tip speed is decreased. It has been found that overall
noise level from fans varies approximately as tip velocity
to the sixth power.
There appear to be two possible sources of broad-band
noise: (1) noise from vartex shedding at the blade trailing
edges, and (2) noise from turbulent velocity fluctuations
in the duct. When the flow into the duct is aligned with
the fan axis of rotation, noise from turbulent velocity
fluctuations is mainly confined to the duct boundary layer.
Here it is quite possible that it makes a contribution to the
over-all level, either directly or through enhancement, of
the vortices shed from the blade trailing edges near the
blade tips. However, when the flow into the duct enters
at an angle of attack, as would be the case when a lift
fan aircraft is in transition to forward flight, the turbulence
values. Even if good agreement had been obtained, presently available data do not show what the effect of the
ducting would be.
In propeller noise theory, the forces acting on a blade
are considered to be steady; the periodic fluctuations
occur at points fixed in space as the blade passes. In a
fan, however, the aerodynamic forces acting on the blade
itself can be periodically fluctuating because of passage
of the blade through a periodically varying velocity field.
This condition occurs when the rotor is operating in the
wake of support struts, stators, or inlet guide vanes.
Theoretical analysis and test data have shown that this
unsteady blade loading is greater than the propeller type
noise and is the dominate source of discrete frequency
noise in fan systems using closely spaced stators. Reductions in noise levels of from 4 to 22 dB have been
obtained experimentally through the removal of stator
rows. Figure 15, taken from Ref. 23, shows the effect of
rotor-stator spacing on perceived noise level.
Fig. 14. Typical tip-turbine-driven lift fan
'
TIPSPEED:
1114ft/s
PRESSURE RATIO: 1.4
zw
-.I
level of the flow throughout the duct will be increased.

This will cause an increase in the overall sound level.
Sharland, in Ref. 25, has shown that the sensitivity of noise
to inflow angle increases with increasing blade tip speed.
0
0
N
-0
zd
Y
-dl
1
+-4
One source of discrete frequency noise from a rotating

propeller arises from the periodic excitation of an element
of air at a fixed point which feels a force fluctuation each
time a blade element with its associated pressure field
passes by. The fundamental frequency is that blade
passage frequency and a number of harmonics will also
be present, dependent on the shape and duration of the
pulse relative to the period of a complete cycle. The
methods developed from theory for the prediction of propeller rotational noise may at first appear applicable to
the case of a single fan rotor. However, propeller theory
is not known to be accurate for configurations that do not
have the small number of blades and high span-to-chord
ratio of the conventional propeller. The close spacing of
blades will lead to interactions between individual blade
pressure fields and wakes. The boundary conditions of
the duct wall, which are imposed on the fluctuating flow,
suggest that the distribution and strengths of the acoustic
sources on the blades may be altered. The use of conventional propeller rotational noise estimation methods to
predict the rotational noise of a fan considered as a free
running propeller of the same geometry led, in at least
one case, to calculated noise levels far below the measured
J P l TECHNICAL REPORT 32-7462
4
z
LLI
-8
1.0
0.5
1.5
2.
SPACING, ROTOR TIP CHORDS
Fig. 15. Effect of rotor-stator spacing (adapted

from Hickey, Ref. 23)
C. Scaling l a w
As an improvement over an older method of predicting

compressor and fan noise by scaling on shaft horsepower,
Sowers (Ref. 26) has developed a method that normalizes
a large amount of experimental data into a single curve
using an energy flux concept (Btu/s ft2) and the scaling
parameter
where:
A, = rotor annulus area, ft'

n = rotor rpm
15
B = number of rotor blades

D"
D , = ratio of rotor hub to rotor tip diameter
The normalized acoustic performance curve from
Ref. 26 is shown in Fig. 16. This empirical curve is based
on a considerable amount of data on designs ranging from
a 62-in. VTOL lift fan to scale model compressors. The
abscissa represeQtsthe total energy of the air leaving the
fan or compressor rotor stage on a per unit time and area
basis. The ordinate of the curve was obtained by Sowers
from a parametric study of various design parameters and
associated noise data. Details of a noise prediction method
using Fig, 16, as developed by Sower, are presented in
Appendix D.
The method appears to normalize a large amount of
available data within an acceptable degree of accuracy
and is one means by which fan noise may be predicted.
One common characteristic of all data shown in Fig. 16
is a relatively close rotor-stator spacing. Some effects of
increasing this spacing have been shown in Fig. 15. As
more data become available, the effect of this parameter
in the terms of Fig. 16 should be investigated. Data from
the limiting case of no stators over a range of energy

flux values should be used to determine if a family of
curves for different rotor-stator spacing is required. For
the present, the effect might be estimated by making a
correction to the sound pressure level obtained by the
method given above.
In a recent paper (Ref. 27) Hargest characterizes the
problem of fan noise prediction as being extremely difficult to quantify and states that fan designs must be
examined in fine aerodynamic and mechanical detail in
order to make realistic noise estimates.
To illustrate the complexity of the situation, he lists
the following potentially significant parameters :
(1) Inlet pressure.
(2) Inlet temperature.
(3) Temperature rise.
(4)Pressure rise.
(5) Tip diameter,
(6) Hub diameter.
COMPRESSOR 1
COMPRESSOR 2
0 CJ805-23 FAN
A VTOL LIFT FAN
L VTOL PITCH FAN
0 CF700 FAN
D VTOL IGV-ROTOR FAN
R. CO. 12 COMPRESSOR
4- RA 26 COMPRESSOR
VTOL ROTOR-STATOR FAN
0 WINDOW TYPE FAN

0 DEVELOPMENT VEHICLE
SINGLE-STAGE SCALE MODEL COMPRESSOR
A LABORATORY COMPRESSOR
I
2
Fig. 16. Normalized overall power of compressor

and fan noise (adapted from Ref. 26)
16
d
(7) Number of blades.

(8) Blade chord.
(9) Rotor-stator spacing.
(10) Number of stages.

(11) Mass flow.
(12) Deviation from optimum incidence.
(13) Power.
tage which the lift fan has over other lift devices.
Figure 17, taken from Deckerts paper in Ref. 23, shows
the attenuation of noise levels for several STOL designs.
The figure shows that the propeller-rotor-driven aircraft
generate less perceived noise up to about 2,000 ft, but
beyond that point the lift fan aircraft becomes appreciably
more quiet. This occurs because a greater portion of the
acoustic energy of the lift fan aircraft is generated at the
higher frequencies where atmospheric attenuation is
greater.
(14) Rotational velocity.

To which might be added, for a particular fan installation, efects of duct configuration, turbulence level, and
guide vane effects.
120
U
m
Although it is clear that the present methods of estimating fan noise cannot be used for more than very
preliminary purposes, and even then with caution, they
are able to give indications of the direction which the
design of quiet fans must take. Some workers (Ref. 28)
expect advanced lift fans of practical design to be operating in the vicinity of 95 PNdB at 500 ft, by the mid-1970s.
This represents a reduction in noise level over present
multistage fans or single stage with inlet guide vane designs of 25 PNdB due to improved design.
z,
The effects of atmospheric attenuation are worthy of

discussion, since they may represent a significant advan-
Fig. 17. Noise generated by STOL aircraft, 50,000 to

95,000 Ib gross weight (adapted from Deckert, Ref. 23)
100
:
2
80
60
10
12
14
RADIAL DISTANCE FOR PEAK INTENSITY, 1000 ft
17
Appendix A
Explanation of Some Fundamental Terms
While no attempt at assembling a complete glossary of
terms used in acoustics is intended, these explanations of
some of the more important terms used here and elsewhere in the literature may be useful to the reader who is
unfamiliar with the field.
Sound Power
One of the principal characteristics of a sound source

is its ability to radiate power in the form of acoustic waves.
If energy losses to the air are neglected, then all of the
sound power W must pass through any surface completely
enclosing the source, and therefore W is independent of
distance from the source.
Sound Intensity
The intensity I of a sound is the average rate at which

power is radiated through a unit area normal to the direction of wave propagation (W/m2)
'
I=-(W/
PC
(A-3)
m2)
where p2 is the mean-square sound pressure (microbar);

p is the density of air (kg/m3), and c the speed of sound
in air (m/s).
Sound Power level
Because of the very wide range of radiated acoustic

power from common sources (ranging, for instance, from
a radiated sound power of lo7W for a large rocket engine
to
W for a soft whisper) a logarithmic scale which
describes the ratio of a particular power relative to a
reference power has been employed for convenience. The
unit implying a given ratio between two powers is called
the decibel (dB) and may be defined as
W
Sound-power level =PWL = 10 log -dB re Wref
w,,f
I=- W
(A-4)
(A-1)
where S is total surface area. This term is difficult to

measure directly.
Effective Sound Pressure
Because the voltage outputs of the microphones commonly used in acoustic measurements are proportional to
pressure, sound pressure is the most readily measurable
variable in a sound field. Effective sound pressure is defined as the square root of the mean-square (rms) of the
instantaneous sound pressure at a point over a time interval according to the equation
p =
sure and the intensity
[~L T p r 2(t)dt]"
The term, level, added to any acoustically related quantity

is used to indicate a logarithmic rather than linear scale.
The reference power level is usually defined as having a
value of 10-13W. Sound power level is conveniently used
to determine overall noise magnitude regardless of the
location of the noise, because it is not a function of distance from the noise source.
Sound Intensity level
A decibel scale for sound intensity level can be defined

by using a ratio of quantities proportional to sound power
(Eq. A-4) just as was the sound power scale
Intensity level
IL = 10 log re Iref
Iref
(A-5)
The reference intensity Iref is usually taken as 10-l2W/m2.

where p' is the instantaneous sound pressure, i.e., the
incremental charge from atmospheric pressure caused by
the passage of a sound wave over the point, and T is the
time interval over which the sample is considered. For
free progressive plane and spherical waves, there is a
simple relationship between the mean-square sound pres18
Sound Pressure level
Again, by means of Eqs. (A-1)and (A-3), a decibel scale

for effective sound pressure can be defined as a ratio of
quantities proportional to acoustic power as
Sound pressure level
P2
S P L = 10log p;e f
P
=201og - re Pref
Pref
where Pref is commonly taken as 0.0002 dynes/cm2 or

equivalent. This value was chosen because it approximately represents the hearing threshold at 1000 Hz for a
young man with normal hearing. The reference value for
sound intensity was set at IrPf= 10-l2W/m2 in order that
the intensity level and sound pressure level would be
nearly equal numerically for plane or spherical waves in
air at room temperature and sea level pressure. Likewise,
the reference sound power, W r e f=
W was chosen
so that the sound power level and sound pressure level
would be approximately but simply related to each other
when the area of the surface being considered is in square
feet. The relationship is
S P L & P W L - 10log S dB re 0.0002 dynes/cm2

(A-7)
where S is the surface area through which the sound
power is radiated, ftz.
Spectrum level
The spectrum level at a specified frequency is the sound

pressure level within a band 1-Hz wide centered at the
frequency. The unit is the decibel.
Overall Sound Pressure level
This unit, which is a logarithmic measure expressed in

decibels, is the simplest form of acoustical measurement.
It merely expresses the maximum pressure experienced
without regard to frequency or any other effect.
Weighted Sound Pressure level
Since human hearing does not have a flat frequency

response, sound level meters incorporating weighting networks (which essentially provide the instrument with a
hearing response more typical of the human ear) were
designed. Sound level measurements made with such
meters are usually referred to in terms such as dBA or
dBB where A and B describe particular frequency weighting networks. The notation dBC is essentially that of a
flat response and therefore is the same as overall sound
pressure level.
Octave Band Spectrum
Recognizing that noise must be described by both

amplitude and frequency, a common measurement system used to describe the full range of frequencies is sound
pressure level by octave band. In this case, the spectrum
is analyzed through filters, each of whose center frequency
is twice that of the preceding one. This describes the
noise in terms of eight or nine sound pressure levels, each
associated with its own center frequency. Although these
measurements do describe both the amplitude and the
frequency characteristics of a given sound, they are not
convenient to use when one thinks of criteria or evaluation numbers, because they do not provide a single index
that represents any specific characteristic of the particular sound.
loudness level
In an effort to return to a single number rating which

might be more indicative of the effect that a complete
spectrum would have on an individual, the concept of
loudness level was developed (Ref. 29) in which the sound
pressure level in each octave band was given a weighting
which was a function of hearing sensitivity in that octave
band. This provides more emphasis on the middle frequency range in which hearing is most acute and deemphasizes the extreme ends of the spectrum. The standard sound has been chosen to be a 1000-Hz tone. The
loudness level of any other sound is defined as the sound
pressure level of a 1000-Hz tone that sounds as loud as
the sound in question. The unit of the loudness level is
the phon. For example, if a 1000-Hz tone with a sound
pressure level of 70 dB re 0.0002 microbar sounds as loud
as a certain square wave, the square wave is said to have
a loudness level of 70 phons.
Perceived Noise level
Recognizing that loudness level might not necessarily

describe a more subjective reaction such as annoyance,
Kryter (Ref. 30) introduced the concept of perceived noise
level (PNdB). This method, which was originally used for
jet aircraft noise ratings, is similar in application to loudness level, but the weighting scale developed was based
on annoyance criteria rather than simply on equal loudness.
Effective Perceived Noise level
Recent research, still in progress, has further refined

the perceived noise level concept by inclusion of factors
to express the added annoyance due to time duration to
which a subject is exposed to the noise, and the presence
19

d
of pure tones, which prove more irritating than broadband noises of the same sound pressure level. The unit of
effective perceived noise level is the decibel EPNdB.
A more detailed discussion of the subjective corrections

and associated terms together with methods of computation is contained in a recent report by Sperry (Ref. 31).
20
d
Appendix B
Generalized Propeller-Noise Estimating Procedure2
In order to fulfill the increasing need for a simple generalized method of estimating near- and far-field propellernoise levels during the design of military or civilian
aircraft, a method, based in part on information in the
referenced literature, has been developed. The method
is divided in two parts: (1) estimate of near-field propeller noise (defined as noise at locations within one
propeller diameter of the propeller tip), and (2) estimate
of far-field propeller noise (defined as noise at locations
greater than one propeller diameter from the propeller
tip). In each case, a sample estimate follows the description of the estimating procedure.
(a) GENERAL CASE
FUSELAGE
l4-4
The accuracy of near-field estimates was determined
from a comparison of estimated levels with measured
levels of various propellers of several diameters during
test stand and in-flight operation. In general, the accuracy
of estimated near-field overall and fundamental frequency
noise levels were found to be within +5 to -9 dB of
measured levels. However, for propellers up to 15 ft in
diameter, where the tip Mach number to horsepower ratio
is less than 0.003 (i.e., M t / H P < 0.003), estimated overall
and fundamental frequency noise levels were within
+3 dB of measured levels.
Only limited, measured far-field data were available
for comparison with estimated levels; however, for the
few comparisons made (at distances up to 500 ft) estimated overall levels were within +lo dB of measured
overall levels. For distances greater than 500 ft, the accuracy of far-field noise estimates is limited even further
by variable atmospheric parameters such as temperature
distribution, wind direction, wind velocity, atmospheric
absorption and humidity. Therefore, estimates of noise
at great distances from a propeller using the attached
method should be considered only as first approximations
under ideal conditions.
A. Estimate of Near-Field Propeller Noise
The steps in determining near-field propeller-noise

levels on the fuselage (see Fig. B-la) during static and
dynamic conditions are:
'The procedure was extracted as a unit from Ref. 4 and is presented
here for convenience.
(b) EXAMPLE
Fig. 8-1. Near-field axis system
(1) Obtain a reference level L, from Fig. B-2. This

gives a partial level based on the power input to
the propeller.
(2) Calculate the correction to the partial level for
number of blades and propeller diameter; add
20log4/B where B is the number of blades; and
add 40 log 15.5/0 where D is the propeller diameter in feet.
(3) Obtain the correction factor from Fig. B-3. This
accounts for the rotational speed of the propeller
( M t = in-plane tip Mach number) as well as the
21

d
distance from the point of interest to the propeller

disc.
Obtain the correction factor from Fig. B-4. This
corrects for fore and aft (with reference to the plane
of propeller rotation) fuselage position.
Obtain the correction factor from Fig. B-5. This
accounts for the effect of a reflecting surface (fuselage) in the sound field.
Sum the data from steps 1 through 5 to estimate
the overall sound pressure level at the point of
interest.
The harmonic distribution of the noise estimated
in steps 1 through 6 is found in Fig. B-6. (Mh= true
tip Mach number, including the forward &ght
component.)
The harmonic levels of step 7 are combined using
the chart in Fig. B-7 to derive octave band levels.
B. Sample Calculation of Near-Field Noise
A sample calculation of near-field noise (see Fig. B-lb),

using the method described in the preceding paragraphs,
is presented here.
Aircraft speed Vf
125 knots = 210 ft/s
Propeller diameter D
9 ft
Power to propeller
300 hp
Propeller speed n
1584 rpm
Number of blades B
Radial distance Z from

propeller to interest point
1.25f t
Fore/aft distance X from

propeller to interest point
0ft
Speed of sound c
Fig. 8-2. Reference level

20
-20
-40
-60
-80
0.01 0.02
0.04
0.1
0.2
0.4
DIMENSIONLESS DISTANCE, Z/D
1125 ft/s
Partial
noise
level,
dB
Step 1. From Fig. B-2, L,
121.0
Step 2. Add 20 log (4/3)

Add 40 log (15.5/9)
-I-2.5
-I- 9.5
22
SHAFT HORSEPOWER
Fig. 8-3. Correction for speed and radial distance
Step 3. Z/D = 1.25/9 = 0.139

V = T *D*n/6O = 3.1409- 1584/60
= 746 ft/s
M t = V,/C = 746/1125 = 0.66
Then, from Fig. B-3, the correction
is :
-1
Fig. 8-4. Variation of over-all, free-space propeller noise

levels with axial position X/D fore and aft of propeller
plane
DIMENSIONLESSFORE AND AFT POSITION, X/D
0
PLANE OF PROPELLER
ROTATION
0-dB dORRECTION FOR VALUES

OF X/D SUCH THAT
-0.25 >X/D M.25
M, = M, FOR STATIC CONDITIONS
HARMONIC OF BLADE PASSAGE FREQUENCY
Fig. 8-6.Harmonic distribution of rotational noise
X/D DIMENSIONLESS
Fig. B-5. Effect of reflecting surfaces in pressure field

9
ga
4,:
I d 2
e!?>
-CL
2;
Sf
pe
-
Fig. 8-7.Chart for combining noise levels
JPL TECHNlCAL REPORT 32-7462
10
12
14
16
DIFFERENCE BETWEEN TWO LEVELS BEING ADDED, dB
23
Step 4. Z/D = 0.139

X/D =0
is :
Step 5. X / D = 0
The fuselage has a circular wall,
+4
-
is :
Step 6. The summation of steps 1through 5

gives the overall sound pressure
level on the fuselage at location
Z = 1.25ft, X = 0 ft
136.0
Step 7. Overall sound pressure level = 136.0

The fundamental blade passage
frequency = B n/60 = 79 Hz
Harmonics
Preferred
of blade
octave
passage
passbands, frequency
HZ
(step 7,
column 2)
Harmonic levels, dB
(step 7, column 4)
Octave
band
level,
dB3
134.0
134.0
79
127.0
127.0
158
123.0,120.0
124.7
237,316
395,474, 118.0,117.0,116.0,116.0 123.0
553,632
710-1400
711,790
116.0,116.0
119.0
1400-2800
2800-3600
5600-11,200
Overall
135.4
45-90
90-180
180-355
355-710
C. Estimate of Far-Field Propeller Noise
MrL=
(V;
+ Vfyh - (74@+ 2102)U = 0.69

C
1125
Harmonic
order
Frequency,
Hz
Harmonic
level, dB
Harmonic
re overall SPL level, dB
(from Fig. B-6)
Fundamental
79
-2
134.0
158
-9
127.0
237
- 13
123.0
316
- 16
120.0
395
- 18
118.0
474
- 19
117.0
553
20
116.0
632
-20
116.0
711
- 20
116.0
10
790
-20
116.0
Step 8. The octave band levels are derived by grouping

the harmonics (step 7, column 4) of the blade
passage frequency within the associated preferred octave bands and combining the levels
using Fig. B-7.
24
The steps in determining far-field propeller noise levels

during static and dynamic conditions are:
(1) Obtain a reference level L , from Fig. B-2. This
gives a partial level, based on the power input to
the propeller.
(2) Calculate the correction to the partial level for
number of blades and propeller diameter; add
3When more than two levels are to be added, add in pairs using
Fig. B-7, i.e.,
1
Levels to be
combined,
dB
Difference
between
pairs in
column 1,
dB
Value from
Fig. B-7 for
difference of
Sum of value in
column 3 and
higher level
from pair of
column 1, dB
2.6
120.6
3.0
119.0
117.0
2 dB
116.0
Difference between
pairs in column 4,
dB
Value from Fig.

B-7 for difference
of column 5, dB
Sum of value in
column 6 and
higher level
from column 4,
dB
1.6
2.4
123.0

d
2Olog 4/B, where B is the number of blades; and

add 40 log 15.5/D, where D is the propeller diameter in ft.
accounts for the rotational speed of the propeller
( M ,= tip Mach number) as well as the distance
from a radial reference point to the propeller disc.
Always use 2 = 1 ft.
accounts for the directional characteristics of sound
propagation from a propeller.
(5) Correct for attenuation due to the normal spherical

spreading of sound.
Subtract 20 log (T - l), where r is the distance, in
ft, from the center of the propeller.
(6) Sum the data of steps (1) through (5). This gives
the overall sound pressure level at the point of
interest.
(7) The harmonic distribution of the noise estimated in

steps 1through 6 is found in Fig. B-6.
(9) Correct for attenuation due to molecular absorption of sound in air using the values in Fig. B-9.
Mid-frequency corrections for ground absorption,
when the source and receiver are located near the
ground, have not been included in this estimating
method.
D. Sample Calculation of Far-Field Noise

A sample calculation of far-field noise (see Fig. B-lo),
using the method described in the preceding paragraphs,
is presented here.
Propeller diameter D
9f t
Power to propeller
300 hp
Propeller speed n
1584 rpm
Number of blades B
Speed of sound c
1125 ft/s
Distance to far-field
point of interest T
1000 f t
Azimuth angle 0
90 deg
Drstance to reference point 2
1ft
(8) The harmonic levels of step 7 are combined using

the chart in Fig. B-7 to derive octave band levels.
Partial
noise
level, dB
121
Step 1. From Fig. B-2, L,
-24
60
20
ANGLE
100
140
( e ) WITH THE HEADING OF THE PROPELLER,
180
deg
Fig. 5-8. Polar distribution of overall noise

levels for propellers
90
180
355
710
1400
2800
5600 11,200
OCTAVE PASSBANDS, Hz
Fig. 5-9. Molecular absorption of sound in air
25
Step 2. Add 20 log (4/3)

Add 40 log (15.5/9)
Step 3. Z / D = 1/9 = 0.111
vt =
Ben
----=79Hz
60
2.5
+9.5
3.14 9 1584
= 746 ft/s
60
Harmonic
order
Frequency,
Hz
Fundamental
2
3
4
5
6
7
8
9
10
79
158
237
316
395
474
553
632
711
790
Vt = 746/1125 = 0.66
Mt = C
is :
Step 4. From Fig. B-8, for 6' = 90 deg, the
average correction is:
Step 5. Subtract 20 log (999)
- 1.0
0
-59.2
Step 6. The summation of steps 1through 5
72.8
Harmonic
level, dB
Harmonic
re overall SPL level, dB
(from Fig. B-6)
-2
-9
- 13
- 16
- 18
- 19
-20
-20
-20
-20
70.8
63.8
59.8
56.8
54.8
53.8
52.8
52.8
52.8
52.8
Step 7. Overall sound pressure level (SPL) = 72.8 dB

The fundamental blade passage frequency
Step 8. The octave band levels are derived by grouping
the harmonics (step 7, column 4) of the blade
passage frequency within the associated preferred octave bands and combining the levels
using Fig. B-7.
(a) GENERAL CASE
(b) EXAMPLE
26
Harmonics
of blade
Octave
Preferred
passage
Harmonic levels, dB band
octave passfrequency
(step 7, column 4)
level,
bands, Hz
dB4
(step7,
column 2)
45-90
90-180
180-355
355-710
710-1400
1400-2800
2800-5600
5600-11,200
Overall
Fig. B-10. Far-field axis system
79
158
237,316
395,474,
553,632
711,790
70.8
63.8
59.8,56.8
54.8,53.8,52.8,52.8
70.8
63.8
61.5
59.8
52.8,52.8
55.8
72.3
4When more than two levels are to be added, add in pairs (see
step 8 of the sample calculation of near-field noise).

i
Step 9.
1
Preferred
octave passbands, Hz
45-90
90-180
180-355
355-710
710-1400
1400-2800
2800-5600
5600-11,200
Overall
Octave band levels,

Octave band
dB, corrected for
level, dB
molecular
(step 8, column 4) absorption of sound
(from Fig. B-9)
70.8
63.8
61.5
59.8
55.8
70.8
63.6
60.9
58.7
54.0
72.2
27

d
Appendix C
Generalized Rotor-Noise Estimating Procedure
Most current rotor-noise prediction analyses are cumbersome and require tedious computer operations. Largely
limited by the accuracy of air load input data and transient conditions, these arduous processes result in far-field
rotational noise predictions no better than =!=8dB of actual measurements in most cases. SimpMed hand calculations, which reduce the accuracy by only a few percent
then, become valuable tools for cursory analyses and
studies of parametric trends. Step-by-step procedures are
presented for the calculation of both rotational and vortex
noise emanating from rotors. No simple analysis has been
developed for prediction of blade slap noise.
Lowson (Ref. 12) has made simplifying assumptions to
his closed-form analytic solution which enabled him to
develop a set of charts useful for predicting parametric
trends associated with the rotational noise generated by
a rotor in steady flight. With careful use, the procedure
can yield any reasonable number of noise harmonies, at
any point in the far field, to within 2 dB of the value
obtained by computer techniques.
When treated separately, overall vortex noise has traditionally been predicted by simple hand calculations.
Schlegel (Ref. 13) has refined the method somewhat and
developed (by empirical means) a procedure by which
spectral shape over the first few harmonies may be simply

generated. For the case of steady uniform inflow, comparison with experiment indicates that the accuracy is
within +2 dB and appears to demonstrate valid parametric trends.
A. Estimate of Rotor Rotational Noise5
The following parameters are required in the rotationalnoise calculations using the design charts (see Fig. C-1):
x, y, x
Field point coordinates relative to helicopter

measured in ft, with x measured positive in the
direction of motion (parallel to ground in
hover), y measured at 90 deg to x in the plane
of the disc, x measured downward from helicopter. (Results for +y equal results for -g.)
A Disc area, ftz (or T / A = disc loading in lb/ft2)

n Rotor angular velocity, rad/s ( n= rpm X 2n/60)
V Flight velocity, ft/s

c
id
Speed of sound in free air, ft/s

Disc incidence (angle between disc and x-axis),
deg
The procedure was extracted as a unit from Ref. 12 and is presented

Fig. C-1
28
. Rotor rotational noise axis system
OBSERVER
rn Sound harmonic (equals 1 for fundamental,

2 for second harmonic, etc.)
B Number of blades
T Thrust,lb
R
Rotor radius, f t
2. Sample calculation of rotor rotational noke. Calculate the rotational noise spectrum lo00 f t from a threeblade rotor at an angle of 20 deg below the flight path in
the steps following for the following parameters: T =
10,000 lb, T / A = 7 lb/ft2, V = 200 ft/s, id = 5 deg, R =
21.4 ft, n = 28 rad/s and c = 1117 ft/s
(1) r = 1OOOft
1. Instructions for use of design charts ( 6 1 of Fig. C-2).

To calculate the rotational noise spectrum occurring instantaneously at any point P , relative to the rotor center
and its direction of motion, perform the following steps:
Calculate range r = (x2
+ y2 + z2)h
(2) M = 0.8 X 600/1117 = 0.429
(3) M , = 200/1117 = 0.179

(4) 8 = 20 deg
Calculate the rotational Mach number M ; M =

0.8nR/c
(5) M
Calculate the flight Mach number MF = V/C
(7) From charts:
Calculate the angle e between the flight direction

and the line joining the rotor and the field point
e = COS-^ ( x / r )
Calculate the effective rotational Mach number
ME = M /(1 - M , COS 0)
Calculate the angle 0 between the rotor plane and
the line r . If the disc incidence is id, this is given by
e=tan-i[(
x2 + yh
]-id[(
xz + y y
= 0.429/(1 - 0.179 X 0.938) = 0.516
(6) 8 = 20 -5 = 15deg
N 2
3 4 6
8 10 12 1 6 2 0 3 0 4 0 60
I, 84.5 82.5 81.5 76.5 71 66 62 57 54 48 44.5 38.5
(2::;
(8) Correction = 10log -7)
+ 11= + O S dB
N
2 3 4 6 8 10 12 16 20 30 4060
SPL, 85 83 82 77 71.5 66.5 62.5 57.5 54.5 48.5 45 39
(9 and 10) The results of steps 9 and 10 can be seen
in Fig. C-3.
(11) The fundamental frequency in this case is
Using the values of M E and 8, see appropriate sheet

of Fig. C-2 to obtain values of the harmonic sound
pressure level I, for N = 2,3,4,6,8,10,12,16,20,
30,40, and 60.
nB
(28) (3)
271. (1- M , cos e ) - 27 [ l - (0.179) (0.966)]
= 16.1Hz
Correct the values obtained for thrust, disc loading,

and distances according to
SPL, =
IN
I):(
+ 11+ lOlog 3
dB re 0.0002, dyne/cm2
Plot the sound pressure level spectrum SPL, against
N and fit a smooth curve.
B. Estimate of Rotor Vortex Noise

1. Procedure for calculations. The procedure for calculating the sound pressure level of vortex noise6 from a
rotor under conditions of uniform inflow is presented
below. Schlegels equation for overall vortex noise at
300 f t is
SPL,,, = lOlog
The sound pressure levels from the above curve for

N = B, 2B, 3B, . . give the required harmonic
level at the point X, y, Z.
6.1 x
A~(v,.,)~
CL
10-16
20 log 0.4
10-27
(11) The fundamental frequency is
nB/[ZT (1- MF cos e)] Hz.
Here, Ab is the blade area in ft2 and CLis the effective

lift coefficient based on the velocity of the 0.7 radius
station.
6See Ref. 13.
29

d
(b) N = 3
100
120
(c) N =
90
90
(d) N = 6
120
90
Fig. C-2. Rotor noise harmonic sound pressure levels I, as functions of harmonic
number, rotational Mach number, and angle from disc plane
30
(e) N = 8
90
120 I
90
(h) N = 16
Fig. C-2 (contdl

31

d
Fig. C-2 (confd)

32
d
In the usual Reynolds number range for a helicopter rotor, the Strouhal number ( S t ) may be taken
to be 0.28.
The projected blade thickness h is defined by
h = bcosa
+ asina
where b is the blade thickness, a the chord length,

and 01 the angle of attack.
1c
N = mB
Fig. C-3. Sound pressure levels corresponding

to harmonic numbers
More conveniently, this equation may be written for

sea level 70F conditions as
TOcalculate the overall SPL of vortex noise from this

equation, use the following steps:
(1)Calculate the linear velocity of the 0.7 radius section of the rotor
(6) With f and the overall SPL determined, plot a vortex noise octave band spectrum with the help of
Figs. loa or lob.
2. Sample calculation of rotor vortex noise. Calculate
and sketch the vortex noise spectrum 1000 f t from a threeblade rotor in the following steps, for the following parameters: T = 10,000 Ib, R = 21.3 ft, n = 270 rpm,
a = 1.0 ft, and b = 0.16 ft
nnD
(1) v0.7 = 0.7---=
60
270
0.7 e---(3.14)
60
(42.6) = 421 ft/s
(2) T = 10,000lb
(3) Ab=B.R.a=3(21.3)(1.0) =64ft2
(2) Determine the thrust, if not given, in a hover condition as equal to the weight of the aircraft.
+ 2 log T - log
= 10 (2 log 421 + 2 log 10,000
(4) SPL300 = 10 (2 IOg v0.7
(3) Calculate blade plan form area and multiply by

the number of blades for total blade area, Ab.
(4) Substitution into the vortex sound-pressure level

equation yields the overall vortex noise SPL at
300 ft. Neglecting atmospheric attenuation, the SPL
at any other distance, x2 may be computed from
the inverse square law
xz
SPL,, = SPL,, - 20log 300
(5) An approximation to the vortex spectrum shape

may be determined by first calculating the peak
frequency from the modified Strouhal equation
- 3.57)
- log64 - 3.57)
= 78.7 dB re
0.0002 dynes/cm2
and
SPL,,,, = SPL,,,
1000
300
- 2010g -
= 68.2 dB
(5)h = b COS a!
re 0.0002 dynes/cm2
+ u sin01= (0.16) (0.999)
+ (1.0) (0.052) = 0.212 ft

so
f = VO.?St/h =
Ab
421 (0.28)
= 556Hz
0.212
33
d.
(6) With the overall SPL and peak frequency determined, the spectrum for an unstalled blade may be
constructed from Fig. 10a as follows
70
65
At Mf
SPL = 68.2 - 8.0 = 60.2
SPL = 68.2 - 4.0
2f
SPL = 68.2 - 8.0 = 60.2
4f
SPL = 68.2 - 9.0 = 59.2
64.2
60
55
.PEAK FREQUENCY, f = 556
2f
4f
8f
1/2 f
8f
SPL = 68.2 - 13.0 = 55.2
50
100
16f
SPL = 68.2 - 14.0 = 54.2
Results are shown in Fig. C-4.
34
200
400
600
1000
2000
4000
16
10,0(
FREQUENCY, Hz
Fig. C-4. Results of vortex noise sample calculation
Appendix D
Generalized lift-Fan-Noise Estimating Procedure'
Since the curve of Fig. 16 is based on sound power,
the fundamental acoustic parameter, it allows the designs
of various vehicles to be compared directly. This type of
analogy is useful from both a research viewpoint and a
design viewpoint. For research, the normalized curve
eliminates many of the irregularities presently found in fan
and compressor noise measurements. For the designer,
the normalized curve provides a basis on which the various design parameters (rotor annulus area A,, rotor speed
n, rotor blade number B,, hub-tip ratio DH/DT, fan air
flow W, and discharge total temperature TT)may be evaluated to determine the optimum combination for minimum noise generation.
weight flow rate W divided by the rotor annulus

area
(a) GENERAL CASE
The evaluation of advanced designs may be extended

from the sound power level, determined by the normalized power curve, to a sound pressure level SPL, by using
additional normalized or average results from the test
data. This is particularly important when the advanced
design must conform to an S P L far-field acoustic requirement.
A. Calculation of Fan Noise
The steps in determining fan noise from a given set of

geometric parameters (see Fig. D-la) and operating conditions are as in the following steps:
(b) EXAMPLE
I
(1) Calculate the rotor annulus area A, from the known

hub and tip diameters.
[1
A, = (a/4) (D%)
(z)']
(ft')
(2) Calculate the discharge total temperature as the

sum of the known inlet total temperature and the
known temperature rise per stage.
I \ I
/ I /
(3) Obtain the discharge total enthalpy H , from gas

tables, knowing TT.
(4)Calculate the energy flux per unit area as the product of the discharge total enthalpy and the known
'The procedure was extracted as a unit from Ref. 12 and is presented
b-,
30 'in
.-4
Fig. D-1. l i f t fan axis system

35
(5) From Fig. 16, knowing the energy flux per unit
area, obtain a value for
which is the normalized overall sound power.

(6) Solve the expression obtained in step 5 for overall
sound power by substituting given or computed
values for rotor annulus area, A,, rotor speed n,
hub-tip diameter ratio (DH/DT), and rotor blade
number B.
(7) The harmonic distribution of the sound power estimated in steps 1 through 6 is found in Fig. D-2
which is the result of averaging the measurements
taken on various flow configurations although a
considerable spread is found in the harmonic power
spectrum data.
(8) Obtain sound pressure levels from sound power

levels, knowing the directivity index DI and the
distance from the source r by the following equation :
SPL = PWL
+ DI - 20logr - 10.5
A value of 5 for the directivity index DI can be

used since this corresponds to an average DI at the
angle of maximum noise for a number of experimental measurements.
The angle of maximum noise or directivity was not
normalized; thus, the S P L calculated can only be assumed
to be in the vicinity of 30 to 60 deg from the inlet or
exhaust of the vehicle. This range for the angle of maxi-
mum noise is a reasonable value based on experimental

data. If a design is to be considered that is similar to one
on which a polar plot of noise level is available, a more
realistic value for the angle of maximum noise may be
determined.
B. Sample Calculation of Fan Noise

As an illustration of the procedure discussed, assume
the following fan design parameters:
Outer diameter
Inner diameter
Weight flow
Stage temperature rise
Rotational velocity
Number of rotor blades
Inlet temperature
DT = 40in.
DH = 30in.
W = 150lbis
AT = 15OR
la = 8,000rpm
B = 54
T = 520R
Perform the following steps :

(1)Compute the rotor annulus area
[ (Dg~)2]
A, = - X (DT)' 1 4
A, =
$ X (g)'[ 1- 0.5621
X 11.2 X 0.438 = 3.85ft2
(2) Compute the total temperature at the discharge,

assuming a single stage fan
TT = T
+ AT = 520R + 1 5 O = 535OR
(3) Obtain the total enthalpy at the discharge from gas

tables
HT
Btu
lb
= 128-at 535OR
(4)Calculate the energy flux per unit area

E=
H, X W - 128 X 150 = 4.99 x 103-Btu

3.85
s-ft2
A,
(5) Obtain the normalized overall sound power from

Fig. 16.
HARMONIC NUMBER
At E = 4.99 X
Btu
lo3s-fP
Fig. 0-2. Normalized power spectrum of

compressor and fan noise
36
Solve the expression obtained in step 5 for overall

sound power
Second harmonic = PWL - 5.5 = 158 - 5.5

= 152.5dB
A&
10log -(DH/DT)2= 10log 3*86 8000 X 0.562
B
54
= 10log321
Calculate the sound pressure level at the angle of

maximum noise and at a distance T of 100 ft.
= 10 X 2.507 = 25
PWL = 133
+ 25 = 158dBoverall
Obtain the sound power spectrum from Fig. D-2,

knowing the overall sound power from step 6. (Only
the first and second harmonies are computed here.)
First harmonic
= PWL - 3.5 = 158 - 3.5

= 154.5dB
SPL = PWL DI - 20 log r - 10.5

SPL = 158 5 - 20 log 100 - 10.5
= 163 - 40 - 10.5 = 163 - 50.5
SPL = 112.5 dB at 100ft, angle of maximum noise
The above procedure allows a direct analysis of the

acoustic performance of a development vehicle based on
the fan design parameters. The question of installation
effects, however, requires further analysis.
37

d
Appendix E
V/STOL-Noise Bibliography
The material contained in this bibliography was collected during a review of noise technology as related to
V/STOL aircraft and is, therefore, considerably broader
in scope than the main body of this paper. Placement of
references within the various divisions used for the sake
of convenience are necessarily quite arbitrary in some
cases, but an attempt was made to place each reference
in its category of major emphasis. A very brief description
of the scope of the division is included at the beginning
of each section.
1. Rotors, Propellers, a n d lift Fans

Included are references covering all types of noise produced by these devices, together with closely related
aerodynamic studies.
Cox, R. C., and Lynn, R. R., A Study of the Origin and

Means of Reducing Helicopter Noise, Rept. 299-099-180,
TCREC-TR-62-73, N63-11749, Nov. 1962. Ft. Eustis, Va.
Curle, N., The Influence of Solid Boundaries Upon Aerodynamic Sound, Proc. of Royal SOC.,Ser. A, Vol. 231,
London, 1955.
Davidson, I M., and Hargest, T. J., Helicopter Noise,
J. Roy. Aeromut. Soc., Vol. 69, No. 5, pp. 325-336, May
1965.
Davis, D. 0. and Coplin, J. F., Some VTOL Powerplant
Design and Development Experience, J. Roy. Aeronaut.
Soc., Vol. 70 p. 671, Nov. 1966.
Aerodynamic Problems Associated with V/STOL Aircraft, CAL/USAVLABS Symposium Proceeding,

Vol. 1, Propeller and Rotor Aerodynamics, Buffalo,
N. Y., June 1966.
Dodd, K. N., and Roper, G. M., A Deuce Program For

Propeller Noise Calculations, RAE TN No. M.S. 45,
Famsbourgh, Hants, England, Jan. 1958.
Amoldi, R. A., Propeller Noise Caused by Blade Thickness, United Aircraft Report R-0896-1, E. Hartford,
Conn., Jan. 1956.
Fage, A., and Johansen, F. C., On The Flow of Air Behind an Inclined Flat Plate of Infinite Span, Royal SOC.
Proc., Ser. A, Vol. 116, p. 7, May 1927.
Cheesman, I. G., and Seed, A. R., The Application of

Circulation Control by Blowing to Helicopter Rotors,
J. Roy. Aeronaut. Soc., Vol. 71, pp. 451-467, July 1967.
Fricke, F. R. and Stevenson, D. C., Pressure Fluctuations

in a Separated Flow Region, J . Acoust. SOC. of Am.,
Vol. 44, No. 5, pp. 1189-1200, 1968.
Conference on STOL Transport Aircraft Noise Certification, Spcmsored by the Federal Aeronautics Administration of the Dept. of Transportation, Report No.
FAA-NO-69-1, TR 550-003-03H, Washington, D. C.,
Jan. 30,1969.
Garrick, I. E., and Watkins, C. E., A Theoretical Study of

%heEffect of Forward Speed on. the Free-Space SoundPressure Field Around Propellers, NACA Report 1198,
Washington, D. C., 1953.
Cox, C. R., Full-Scale Helicopter Rotor Noise Measurements in Ames 40 X 80 Foot Wind Tunnel, Bell Helicopter Report No. 576-099-052, U. S. Army Aeronautical
Research Laboratory, Ames Research Center, Moffett
Field, Calif., Sept. 27, 1967.
Cox, C. R., Helicopter Noise and Passive Defense, Bell
Helicopter Co, Am. Helicopter Soc. 19th Annual National Forum, A63-18693, pp. 156-163, New York, 1963.
38
Gutin, L., On the Sound Field of a Rotating Propeller,

NACA TM No. 1195, Washington, D.C., Oct. 1948.
Hafner, R., Domain of the Convertible Rotor, J. Aircraft,
Vol. 1, No. 6, pp. 350-359, Nov-Dec., 1964.
Hafner, R., Symposium on the Noise and Loading Actions
on Helicopter, V/STOL Aircraft, and Ground Effect
Machines,]. Sound Vib.,Vol. 3, pp.336-339, May 1966.
Hargest, T. J. Noise of VTOL Aircraft, J. Sound Vib.,

Vol. 4, No. 3, pp. 378-387, Mar. 1966.
Leverton, J. W., and Taylor, F. W., Helicopter Blade

Slap, J. Sound Vib., Vol. 4, pp. 345357, 1966.
Hargest, T. J., V/TOL Aircraft Noise, Fluid Dynamics of Rotor and Fan Supported Aircraft at Subsonic
Speeds, AGARD CP 22, Paris, France, Sept. 1967.
Loewy, R. G., and Sutton, L. R., A Theory for Predicting

the Rotational Noise of Lifting Rotors in Forward
Flight Including a Comparison with Experiment, J.
S o u n d Vib., Vol. 4, No. 3, Nov. 1966.
Healy, Gerold J., Propeller/Rotor Rotational Noise Analysis Including Time-Varying Blade Forces, Paper FF5,
76th Meeting of Acoustical Society of America, Cleveland, O., Nov. 18-22, 1968.
Helicopter and V / S T O L Noise Generation and Suppression, Nov. 1968 Report of the Results of a Joint U. s.
Army, National Academy of Sciences, National Academy of Engineering Conference, Washington, D. C.,
July 30-31, 1968.
Hicks, C. W., and Hubbard, H. H., Comparison of Sound
Emission From Two-Blade, Four-Blade, and SevenBlade Propellers, NACA TN 1354, Washington, D. C.,
July 1947.
Hubbard, H. H., Propeller Noise Charts for Transport
Airplanes, NACA TN 2968, Washington, D. C., June
1953.
Hubbard, H. H., and Maglieri, D. J., Noise Characteristics of Helicopter Rotors at Tip Speeds Up to 900 Feet
Per Second, J. Acoust. SOC. Am., Vol. 32, No. 9, Sept.
1960.
Hubbard, H. H., and Regier, A. A., Free Space Oscillating
Pressures Near the Tips of Rotating Propellers, NACA
Report 996, Washington, D. C., 1950.
Hubbard, H. H., and Regier, A. A., Propeller-Loudness
Charts for Light Airplanes, NACA T N 1358, Washington, D. C., July 1947.
Kramer, M., The Aerodynamic Profile as Acoustic Noise
Generator, J. Aero Sei., Vol. 20, pp. 280-282, Apr. 1953.
Krzywoblocki, M. R., Investigation of the Wing-Wake
Frequency with Application of the Strouhal Number,
J. Aero Sci., Vol. 21, No. 1, pp. 51-62, Jan. 1945.
Leverton, J. W., Helicopter Noise-Blade Slap, Part IReview and Theoretical Study, NASA CR-1221, Washington, D. C., Oct. 1968.
Lowson, M. V., Basic Mechanisms of Noise Generation

by Helicopters, V / S T O L Aircraft and Ground Effect
Machines, Wyle Lab., Report WR 65-9, Huntsville,
Ala., May 1965; Also J. Sound Vib., Vol. 3, No. 5,
pp. 454466, May 1966.
Lowson, M. V., and Ollerhead, J. B., Studies of Helicopter
Noise, USAVLABS TR 68-60, Ft. Eustis, Va., Jan. 1969.
Metzger, F. B., Magliozzi, B., Towle, G. B., and Gray, L.,
A Study of Propeller Noise Research, Hamilton Standard, SP 67148, Rev. A, Winsor Locks, Conn., 1961.
Ollerhead, J. B., and Lowson, M. V., Problems of Helicopter Noise Estimation and Reduction, Paper 69-195,
AIAA/AHS VTOL Research, Design, and Operations
Meeting, Atlanta, Ga., Feb. 17-19, 1969.
Ollerhead, J. B., and Taylor, R. B., Description of a Helicopter Rotor Noise Computer Program, USAVLABS
TR 68-61, Ft. Eustis, Va., Jan. 1969.
Potter, R. C., A n Experiment to Examine the Effect of
Porous Trailing Edges on the Sound Generated by
Blades in an Airflow, Wyle Laboratories, Report WR
68-6, Huntsville, Ala., Mar. 1968.
Powell, A., Theory of Vortex Sound, 1. Acoust. SOC. of
America, Vol. 36, p. 1, Jan. 1964.
Richards, E. J., and Sharland, I. J., Hovercraft Noise and
Its Suppression, J. Roy. Aeronaut. Soc., Vol. 69, No. 6,
pp. 387-398, June 1965.
Rosen, George, Advanced Propeller Developments for
V / S T O L Aircraft, SAE National Aeronautic Meeting,
Washington, D. C., Apr. 1965.
Sadler, S. G., and Loewy, R. G., A Theory for Predicting
the Rotational and Vortex Noise of Lifting Rotors in
Hover and Forward Flight, Rochester Applied Science
Associates Report 68-11, Rochester, N. Y., 1968 (to be
published as NASA contract report).
39
Schlegel, R., King, R., and Mull, H., Helicopter Rotor

Noise Generation and Propagation, USAVLABS T. R.
66-4, Ft. Eustis, Va., Oct. 1966.
Schlegel, R. G., and Bausch, Helicopter Rotor Noise Prediction and Control, J. Am. Helicopter sm., VOl. 14,
No. 3, July 1969.
Sharland, I. J., Sources of Noises in Axial Flow Fans,
J . Sound Vib., Vol. 1, No. 3, pp. 302-322, 1964.
Simons, I. A., et al; The Movement, Structure and Breakdown of Trailing Vortices from a Rotor Blade, CAL/
USAVLABS Symposium Proceedings: Aerodynamic
Problems Associated with V / S T O L Aircraft, Vol. I ,
Propeller and Rotm Aerodynamics, Buffalo, N. Y., June
1966.
Sowers, H . D., Inoestigation of Methods for the Prediction and Alleviation of Lift Fan Noise, TRECOM TR
65-4, Ft. Eustis, Va., Apr. 1965.
Vogeley, A. W., Sound-Level Meamremnts of a LightAirplane Modified to Reduce Noise Reaching the
Ground, NACA Report 926, Washington, D. C., Feb.
1948.
Wilde, G. L., and Coplin, J. F., Lift Turbo-Fans, I. Roy.
Aeronaut. SOC., Vol. 69, p. 656, Aug. 1965.
Zandbergen, P. J., On the Calculation of the Propeller
Noise Field Around Aircraft, National Aero. and Astronautical Research Institute, NLR-TM G. 23, p. 46, Amsterdam, Netherlands, June 1962.
II. Engines
This material covers all forms of turbine engines noise
including that from compressor rotors, stators and guide
vanes, from inlets; from fans; and from exhaust jets.
Aircraft Engine Noise, NASA Literature Search Number

7268, Part I, Washington, D. C., Oct. 14, 1968.
Spencer,
Sternfe1d7
H*?and McComick, B w7 Tip
Vortex
Thkkening for Appzication to
Rotor Noise Reduction, USAVLABS TR 66-1, Ft. Eustis,
Va., Sept. 1966.
Aircraft Engine Noise, NASA Literature Search Number

7268, Part 11 (Limited Distribution References), Washington, D, c., Oct. 14, 1968.
Sternfeld, H., Influence of the Tip Vortex on Helicopter

Rotor Noise, AGARD CP No. 22, Paris, France, Sept.
1967.
Bradshaw, P., Ferriss, D. H., and Johnson, R. F., Turbulence in the Noise Producing Region of a Circular
Jet, Fluid Mech., Vol. 19, No. 8, pp. 591-624, Aug.
1964.
Sternfeld, H., New Techniques in Helicopter Noise Reduction, Noise Control, Vol. 7, pp. 4 1 0 , May 1961.
Stowell, E. Z., and Deming, A. F., Vortex Noise from
Rotating Cylindrical Rods, NACA TN No. 619, Washington, D. C., Feb. 1935.
Stuckey, T. J., and Goddard, J. O., Investigation and
Prediction of Helicopter Rotor Noise, 1. Sound Vib.,
Vol. 5, No. 1, pp. 50-80, Jan. 1967.
Theodorsen, Theodore, and Regier, A. A,, The Problem
of Noise Reduction with Reference to Light Airplanes,
NACA TN 1145, Washington, D. C., Aug. 1946.
Trillo, R. L., An Empirical Study of Hovercraft Noise,
J. Sound Vib., Vol. 3, No. 5, pp. 476509, May 1966.
Tyler, E., Vortex Formation Behind Obstacles of Various
Sections, Phil. Mag. S. 7, Vol. 11, No. 72, Apr. 1931.
40
Bradshaw, p., and Flintoff, J. L., Unexplained Scale

Effects in Ejector Shroud Howling, 1. Sound Vib.,
Vol. 3, NO. 1, pp. 183-190, Mar. 1968.
Bragg, S. L., and Bridge, R., Noise From Turbojet Compressors, I. Roy. Aeronaut. SOC., Vol. 68, Jan. 1964.
Cawthorn, J. M., Hayes, C., and Morns, 6. J., Meamrem n t of Performance, Inlet Flow Characteristics, a d
Radiated Noise for a Turbojet Engine Having Choked
Inlet Flow, NASA TN D-3929, Washington, D. C., Mar.
1967.
Clark, L. T., N&e Generation by Turbomachines, D620393, Boeing Co., Seattle, Wash., Apr. 1968.
Davies, D. O., and Coplin, J. F., Some VTOL Powerplant Design and Development Experience, J. Roy.
Aeronaut. Soc., Vol. 70, pp. 977-986, Nov. 1966.
Eldred, K. M., White, R. W., Mann, M. A., and Cottis,

Jet Noise with Emphasis on the
M. G., Suppression
Near Field, ASD-TDR-62-578 Wright-Patterson AFB,
Dayton, O., Feb. 1963.
Elias, I., Frasca, R. L., Hoehne, J. C., Marsh, A. H., A
Study of Turbo-Engine Compressor Noise Suppression
Techniques, NASA CR 1056, Washington, D. C., June
1968.
Fundamental Study of Jet Noise Generation and Suppression, Vol. I . Experimental and Theoretical Imestigations of Model Jet Exhaust Stream Noise and The Development of Normalizing Parameters for Size and
Temperature, Report, for Apr. 1962 to Mar. 1963, IR6067, Illinois Institute of Technology, Armour Research
Foundation, Chicago, Ill., Mar. 1963.
Fundamental Study of Jet Noise Generation and Suppression, Vol. 11, Bibliography, Report for Apr. 1961 to
Dec. 1962, IR-6066, AD-407793, Illinois Institute of
Technology, Armour Research Foundation, Chicago,
Ill., Mar. 1963.
Gordon, C. G., Turbofan Engine Noise-Mechanisms and
Control, Acoustic Society of America Meeting, Philadelphia, Pa., Apr. 1969.
Grande, E., Possibilities and Devices for the Suppression
of Jet Noise, D6-20609, Boeing Co., Seattle, Wash.,
1968.
Hulse, B*, Pearson, c*,Abbona, M*,and Anderson,
On compressor
Some Effects
Of lade
Noise Level, FAA-ADS-82, Washington, D. C., Oct.
1966.
Jet Engine Noise Deflection or Supvessim, A DDC Report Bibliography, Report No. ARB 10541, Cameron
Station, Alexandria, Va.
Kester, J. D., and Slaiby, T. G., Designing the JTOD
Engine To Meet Low Noise Requirements for Future
Transports, Paper 670331 S. A. E. National Aeronautics
Meeting, New York, Apr. 2427, 1967.
Kobrynski, M., General Method for Calculating the Sound
Pressure Field Emitted by Stationary or Moving Jets,
Symposium on Aerodynamic Noise, ONERA, TP No.
578, Toronto, Canada, May 20-21, 1968.
Lighthill, M. J., Jet Noise, AGARD Report 448, Paris,

France, Apr. 1963.
Lowson, M. V., Compressor Noise .Analysis, NASA SP189, Washington, D. C., Oct. 1968.
Lowson, M. V., Reduction of Compressor Noise Radiation, J . Acoust. SOC. of Am., Vol. 43, l , pp. 3750, Jan.
1968.
Lowson, M. V., Theoretical Studies of Compressor Noise,
NASA CR 1287, Washington, D. C., Aug. 1968.
Lowson, M. V., and Ollerhead, J. B., Visualization of
Noise from Cold Supersonic Jets, J. Acoust. SOC. of Am.,
Vol. 44, No. 2 pp. 624-630, Feb. 1968.
Marsh, A. H., Elias, I., Hoehne, J. C., and Frasca, R. L.,
A Study of Turbofan-Engine Compressor-NoiseSuppression Techniques, NASA CR-1056, Washington,
D. C., June 1968.
McKaig, M. B., et al, Procedures for Jet Noise Prediction,
Revision A, Document D6-2357 TN, Boeing- Co., Seattlez
Feb. 1965*
Moore, H. B., and Clinck, J. M., Measurement of Jet
Noise Suppression Using A Small Turbojet Engine,
Paper 670157 SAE, Automotive Engineering Congress,
Detroit, Jan. 9-13, 1967.
Morgan, W. V., Sutherland, L. C., and Young, K. J., The
Use of Acoustic Scale Models for Investigating Near
Field Noise of Jet and Rocket Engines, Boeing Co.,
Scientific Research Labs., Seattle, Wash., Apr. 1961.
Morley, C. L., How to Reduce the Noise of Jet Engines,
Engineering, Vol. 198, pp. 782-783, Dec. 1964.
Noise Generation and Suppression in Aircraft, Proceedings of a Short Course at the University of Tennessee
Space Institute, Tullahoma, Tenn., Jan.-Feb. 1968.
Pendley, R. E., and Marsh, A. H., Turbo-Fan-Engine
Noise Suppression, Paper 67-389, AIAA Commercial
Aircraft Design and Operation Meeting, Los Angeles,
June 12-14, 1967.
Progress of NASA Research Relating to Noise Alleviation of Large Subsonic Jet Aircraft, NASA SP-189,
Washington, D. C., Oct. 1968.
41
Research on Jet Noise Generation and Suppression,

Phase I, Final Report IR-9631, General Electric Co.,
Cincinnati, O., Apr. 1964.
Ribner, H. S., The Generation of Sound by Turbulent
Jets, Advances in Applied Mechanics, Vol. V I I I ,
pp. 103-182. Academic Press, New York, 1964.
Semrau, W. R., Research on Jet Noise Generation and
Suppression, General Electric Go., Cincinnati, O., Apr.
1, 1964.
Sharland, I. J., Recent Work at Southampton. University
on Sources of Noise in Axial Flow Fans, Paper F33,5th
International Congress on Acoustics, Liege, Belgium,
1965.
Sharland, I. J., Sources of Noise in Axial Flow Fans,
J . Sound Vib., Vol. 3, No. 1, pp. 302322, 1964.
Silverstein, A., Progress in Aircraft Gas Turbine Development, NASA-TM-X-52240, Washington, D. C., 1966.
Slutsky, A. L., An Investigation of Jet Noise and its
Abatement, NASA CR-95553, Washington, D. C., June
1968.
Sperry, W., Peter, A., and Hams, R., Fundamental Study
of Jet Noise Generation and Suppression, Vol. I-Experimental and Theoretical Investigations of Model
Jet Exhaust Stream Noise and the Deoelopment of
Normalizing Parameters for Size and Temperature,
ASD-TDR-63-326, Wright-Patterson AFB Propulsion
Lab., Dayton, O., Mar. 1963.
Wilde, G. L., and Taylor, P. A., Factors Governing the
Design of Tip Jet Engines, AGARD Helicopter Deoelopment, pp. 387400, Paris, France, 1966.
Williams, J. E. F., Some Open Questions on the Jet Noise
Problem, N68-33764, DI-82-0730, Boeing Flight Sciences Lab., Seattle, Wash., June 1968.
111. Aircraft
This section includes those references concerned with
the total overall noise and the noise components produced
by a particular aircraft type or by a general class of
aircraft.
Aircraft Noise and Sonic Boom, Bibliographic List No.
13, FAA, Washington, D. C., Oct. 1966.
Aural Detection of Helicopters in Tactical Situations,

J. Am. Helicopter SOC., Vol. 8, Oct. 1963.
Bishop, D. E., Descriptions of Fly-Over Noise Signals
Produced b y Various Jet Transport Aircraft, FAA-DS67-18, Washington, D. C., Aug. 1967.
Bishop, D. E., Frequency Spectrum and Time Duration
Descriptions of Aircrafi Fly-Over Noise Signals, FAADS-67-6, Washington, D. C., May 1967.
Bishop, D. E., Helicopter Noise Characteristics for Heliport Planning, FAA-ADS-40, Washington, D. C., Mar.
1965.
Carmichael, R. F., and Pelke, D. E., In-Flight Noise Measurements on the X-21A Laminar Flow Aircraft, NOR64-81, Northrop Corporation, NORAIR Div., Hawthorne, Calif., Apr. 1964.
Cole, J. N., and England, R. T., Evaluation of Noise
Problems Anticipated with Future VTOL Aircraft,
Beyond the Horizon-Flight in the Atmosphere, 19751985, Air Force Systems Command Report, WrightPatterson AFB, Dayton, O., Jan. 1967.
Cole, J. N., and England, R. T., Evaluation of Noise
Problems Anticipated with Future V T O L Aiwraft,
AMRL-TR 66-245, May 1967.
Conference on STOL Transport Aircraft Noise Certification Sponsored by the F A A of the DOT, Report No.
FAA-No-69-1, TR 550-003-03H, Washington, D. C.,
Jan. 30, 1969.
Cox, C. R., Helicopter Noise and Passive Defense,
pp. 156-163, American Helicopter Society 19th Annual
National Forum, New York, 1963.
Cox, R. C., and Lynn, R. R., A Study of the Origin and
Means of Reducing Helicopter Noise, TCREC-TR62-73, Ft. Eustis, Va., Nov. 1962.
Dygert, K. D., Allocating the Costs of Alleeuiating Subsonic Jet Aircraft Noise, Inst. of Trans and Traffic Engr.,
University of California, Berkeley, Cal., Feb. 1967.
Effects of Noise on Commercial V / S T O L Aircraft Design

and Operation, A68-44938, Boeing Co., Seattle, Wash.,
1968.
42
d
Franken, P. A., and Kerwin, E. M., Jr., Methods of Flight

Vehicle Noise Prediction, ASTIA Document No. AD
205 776, Wright-Patterson AFB, Dayton, O., 1958;
August 27-31, 1962, Proceedings A65-15539 06-34, pp.

569-618. Spartan Books, Inc., Washington, D. C.; The
Macmillan Co. Ltd., London, England, 1964.
Greatrex, The Economics of Aircraft Noise Suppression,

Aerospace Proceedings, ICAS 66-5, 1965.
Rosen, G., Advanced Propeller Developments for V / S T O L

Aircraft, S.A.E. National Aeronautic Meeting, Washington, D. C., Apr. 12-15, 1965.
Hafner, R., Domain of the Convertible Rotor, J. Aircraft, Vol. 1, No. 6, pp. 350-359, Nov. 1964.
Helicopter and V / S T O L Noise Generation and Suppression, Report of the Results of a Joint U. s. Army, National Academy of Sciences, National Academy of
Engineering Conference held July 30-31, 1968, Washington, D. C., Nov. 1968.
Maglieri, D. J., Shielding Flap Type Jet Engine Noise
Suppressor, J. Acoust. SOC. Am., Vol. 4, Apr. 1959.
Maglieri, D. J., Hilton, D. A., and Hubbard, H. H., Noise
Considerations in the Design and Operation of V / S T O L
Aircraft, NASA TN D-736, Washington, D. C., Apr.
1961.
Maglieri, D. J., and Hubbard, H. H., Preliminary Measurements of the Noise Characteristics of Some JetAugmented-Flap Configurations, NASA TM 12-4-58L,
Washington, D. C., Jan. 1959.
Miller, R. H., Notes on Cost of Noise Reduction in Rotor/
Prop Aircraft, Conference on V / S T O L Noise Generation and Suppression, MIT Memo Report FTL-M68-9,
Cambridge, Mass., Aug. 1968.
Noise Bibliography, TIL/BIB/73/Vol. 4, p. 32, Ministry

of Aviation, Great Britain, July 1965.
Pickerell, D. J., and Cresswell, R. A., Power Plant Aspects of High-speed, Inter-City VTOL Aircraft, J.
Aircraft, Vol. 5, No. 5, Sept. 1968.
Rabenhorst, D. W., The Turbo-Electric V / T O L Aircraft,
TM TG-1013, John Hopkins University, Silver Spring,
Md., July 1968.
Spencer, R. H., The Effect of Noise Regulations on VTOL

Aircraft of the Future, Vertifiite, Vol. 14, No. 10,
pp. 2 8 , Oct. 1968.
Sternfeld, H., New Techniques in Helicopter Noise Reduction, Noise Control, Vol. 7, pp. 4 1 0 , May 1961.
Sternfeld, H., and Hinterkeuser, E., Effects of Noise on
Commercial V / S T O L Aircraft Design and Operation,
Paper 68-1137, AIAA 5th Annual Meeting, Philadelphia,
Pa., Oct. 21-24, 1968.
Tanner, Carole S., and McLeod, Norman J., Preliminary
Measurements of Take-Off and Landing Noise from
a New Instrumented Range, NASA Conference on
Aircraft Operating Problems, Langley, Va., NASA
SP-83, pp. 83-90, May 10-12, 1965.
Watter, M., Progress Report on the Reduction of External
Helicopter Noise with Proceedings of the ARPA
Workshop, IDA Research Paper, Washington, D. C.,
May 2425, 1968.
IV.Operational
This section contains references relating to the effects
of variations in aircraft operations such as flight path,
throttling, flight frequency, etc.
Aircraft Noise, Report of an International Conference

on the Reduction of Noise and Disturbance Caused b y
Civil Aircraft. Lancaster House, London, England,
Nov. 1966.
Ribner, H. S., Noise of Aircraft, Paper 65-545, UTIAS

Rev. 24, International Council of the Aeronautical Sciences, 4th Congress, Paris, France, Aug. 2428, 1964.
Alleviation of Jet Aircraft Noise Near Airports, A Report

of the Jet Aircraft Noise Panel, Office of Science and
Technology, Washington, D. C., Mar. 1966.
Richards, R. E., Problems of Airplane Noise in the 1970$,

3rd International Congress of the International Council
of the Aeronautical Sciences, Stockholm, Sweden,
Bishop, D. E., Analysis of Community and Airport Relationships/Noise Abatement, FAA-RD-65-130,Washington, D. C., Dec. 1965.
43
Bishop, D. E., and Haronjeff, R. D., Procedures for Developing Noise Exposure Forecast Areas for Aircraft
Flight Operations, FAA-DS-67-10, Washington, D. C.,
May 1967.
Bishop, D. E., and Haronjeff, R. D., 1965, 1970, 1975
Noise Exposure Forecast Areas for Chicago OHare International Airport, FAA-DS-67-12, Washington, D. C.,
Aug. 1967.
Bishop, D. E., and Haronjeff, R. D., 1965,1970,1975 Noise
Exposure Forecast Areas for John F. Kennedy Airport,
FAA-DS-67-11, Washington, D. C., Aug. 1967.
mittee R 2.5, Documentation of Noise Exposure Around

Airports, Washington, D. C., Aug. 1967.
Noise Exposure Forecasts for OHare International Airport, FAA-DS-67-16 s. A. E. Research Proj. Comm.,
R. 2.5 Documentation of Noise Exposure Around Airports, Washington, D. C., Aug. 1967.
Noise Study in Manhattan, New York City for the Evaluation of Dominant Noise Sources Including Helicopter
Trafic, Bolt, Beranek and Newman Rept. 1610,
Aug. 1967.
Bishop, D. E., and Haronjeff, R. D., 1965,1970,1975 Noise

Exposure Forecast Areas for Los Angebs International
Airport, FAA-DS-67-13, Calif., Washington, D. C.,
Aug. 1967.
Paulin, R. L. and Miller J. S. F., Aircraft Noise Abatement-The Prospects for a Quieter Metropolitan Environment, AIAA Aircraft Design and Operations
Meeting, Paper No. 69-800, Los Angeles, July 14-16,
1969.
Bolt, Beranck and Newman, Inc., Noise Environment of

Urban and Suburban Areas, Results of Field Studies,
HUD, Washington, D. C., Jan. 1967.
Pietrasanta, A. c . , Factors Influewing the Noise ExPosure

Under the Landing Path for Jet Aircraft, FAA-ADS-39,
Washington, D. C., Mar. 1965.
Cohen, A., Location-Design Control of Transportation

Noise, Urban Planning and Development Division,
Proc. of the Am. SOC. of Civil Engrs., pp. 63-86,
Dec. 1967.
Shapiro, N., and Healy, G. J., A Realistic Assessment of

the Vertiport/Community Noise Problem, J. Aircraft,
Vol. 5, NO. 4, p. 407, July-AUg. 1958.
Galloway, et al., Study of the Efect of Departure

Procedures on the Noise Produced by Jet Aircraft,
FAA-ADS-41, Washington, D. C., Mar. 1965.
Technique for Developing Noise Exposure Forecasts,

FAA-DS-67-14, SAE Research Project Committee R 2.5,
Washington, D. C., Aug. 1964.
V. Subjective
Hoover, I. H., A System Solution to the Aircraft Noise
Problem, Paper 67-761, AIAA/RAES/CASI 10th
Anglo-American Aero. Conference, Los Angeles, Calif .,
Oct. 18-20, 1967.
Hubbard, H. H., Maglieri, D. J., and Copeland, W. I.,
Research Approaches to Alleviation of Airport Community Noise, 1.Sound Vib.,Vol. 5, No. 2, pp. 377490,
Feb. 1967.
Land Use Planning with Respect to Aircraft Noise, Air

Force Manual 86-5, Washington, D. C., Oct. 1964.
Noise Exposure Forecasts for J. F . Kennedy International
Airport, FAA-DS-67-15, S. A. E. Research Proj. Comm.,
R 2.5, Documentation of Noise Exposure Around Airports, Washington, D. C., Aug. 1967.
Noise Exposure Forecasts for Los Angebs International
Airport, FAA-DS-17, S . A. E. Research Project Com-
This material is related to the response of humans to

noise from aircraft.
Definitions and Procedures for Computing the Perceived

Noise Level of Aircraft Noise, SAE, ARP 865, New York,
N. Y., Oct. 1964.
Hecker, M. H. L., and Kryter, K. D., Comparisons Between Subjective Ratings of Aircraft Noise and Various
Objective Measures, FAA 68-33, Washington, D. C.,
Apr. 1968.
Hinterkeuser, E. G., and Sternfield, H., Jr., Subjective Response to Synthesized Flight Noise Signatures of Several
Types of V / S T O L Aircraft, Document D8-0907A, Boeing, Vertol Div., Philadelphia, Pa., Jan. 1968.
Hubbard, H. H., and Maglieri, D. J., An Investigation of
Some Phenomena Relating to Aerial Detection of Airplanes, NACA TN 4337, Washington, D. C., Sept. 1958.
44
d
Human Aural Response to Noise, NASA Literature Search

Number 7398, Washington, D. C., Nov. 1968.
Kryter, K. D., Concepts of Perceived Noisiness, Their
Implementation and Application, J . Acoust. SOC. Am.
Vol. 43, pp. 344-361, 1968.
Kryter, K. D., Scaling Human Reactions to the Sound
from Aircraft,J. Acoust. SOC. Am., Vol. 31, No. 11,1959.
Kryter, K. D., and Williams, C. E., Some Factors Znfluencing Human Response to Aircraft Noise, FAA-ADS-48,
Washington, D. C., June 1965.
Nagel, D. C., Parnell, J. E., and Parry, H . J., The Effects
of Background Noise o n Perceived Noisiness,
FAA-DS-67-22, Washington, D. C., Dec. 1967.
Ollerhead, J. B., Subjective Evaluation of General Aviation Aircraft Noise, FAA 68-35, Washington, D. C.
Apr. 1968.
Parnell, J. E., Nagle, D. C., and Parry, H . J., Growth of
Noisiness for Tones and Bands of Noise at Diflerent
Frequencies, FAA-DS-67-21, Washington, D. C., Dec.
1967.
Pearsons, K. S., Noisiness Judgments of Helicopter Flyovers, FAA-DS-67-1, Washington, D. C., Jan. 1967.
Pearsons, K. S., The Efect of Duration. and Background
Noise Level on Perceived Noisiness, FAA-ADS-78,
Washington, D. C., Apr. 1966.
Pearsons, K. S., and Haronjeff, R. D., Category Scaling
Judgment Tests on Motor Vehicle and Aircraft Noise,
FAA-DS-67-8, Washington, D. C., July 1967.
Robinson, D. W., The Subjective Basis for Aircraft
Noise Limitation, J. Roy. Aeronaut. Sue., No. 678, 11,
pp. 396-500, June 1967.
Sperry, W. C., Aircraft Noise Evaluation, FAA-No-68-34,
Washington, D. C., Sept. 1968.
Standard Values of Atmospheric Absorbtion as a Function

of Temperature and Humidity for Use in Evaluating
Aircraft Fly-Over Noise, SAE, ARP 865, New York,
N. Y., Aug. 1964.
Stevens, S. S., Calculation of the Loudness of Complex

Noise, J . Acoust. SOC. Am., Vol. 28, No. 9, pp. 807-832,
Sept. 1956.
Williams, C. E., Stevens, K. N., Heckler, M. H., and
Pearsons, K. S., The Speech Interference Effects of Aircraft Noise, FAA-DS-67-19, Washington, D. C., Sept.
1967.
VI. General
This section contains material related to research programs, federal policy and regulation, and handbooks. Also
included are references concerning fundamental acoustic
theory and acoustic instrumentation.
A Brief Guide to Noise Measurements and Analysis, Research and Development Report 609, U. s. Navy Electronics Lab., San Diego, Calif., May 16, 1955.
Aircraft Noise Abatement Regulation, Hearing Before the

Aviation Sub-committee of the Committee on Commerce, United States Senate Nineteenth Congress,
Serial No. 90-76, Washington, D. C., June 17, 1968.
Alleviation of Jet Aircraft Noise Near Airports, A Report
of the Jet Aircraft Noise Panel, Office of Science and
Technology, Washington, D. C., Mar. 1966.
An Aerosonics Bibliography, Supplement No. 2, AD-614594, Supplement to Engineering Report 63-51, 64-20,
UCLA, Los Angeles, Calif., Apr. 1965.
Beranek, L. L., Noise Reduction. McGraw-Hill Book Company, Inc., New York, 1960.
Bolt, R. H., Beranek, L. L., and Newman, R. B., Handbook of Acoustic Noise Control, Vol. 1, Physical Acoustics, WADC TR 42-204, Dayton, O., Dec. 1952.
Bscham, C., Analysis of Jet and Boundary Layer Noise,
Paper 68-35, International Council of the Aeronautical
Sciences 6th Congress, Munich, Germany, Sept. 9-13,
1968.
Civil Aviation Research and Development, An Assessment of Federal Government Involvement, Summary
Report of the Aeronautics and Space Engineering
45
Board, National Academy of Engineering, Washington, D. C., Aug. 1968.

Colovin, N. E., Alleviation of Aircraft Noise, Astronaut
and Aeronaut, Jan. 1967.
Lighthill, M. J., Sound Generated Aerodynamically,
The Bakerian Lecture, 1961, Proc. Roy. SOC. London,
Ser. A, Vol. 267, pp. 147-182, 1962.
Lukasik, S. J., and Nolle, A. W., editors, Handbook of
Acoustic Noise Control, Vol. 1, Physical Acoustics, Supplement 1, WADC TR 52-204, Dayton, O., Apr. 1955.
Richards, E. J., Aeronautical Research at Southampton

University, I. Roy. Aeronaut. SOC., Vol. 69, pp. 505541, Aug. 1965.
Richards, E. J., Aircraft Noise, Mitigating the Nuisance,
Astronaut and Aeronaut, Vol. 5, No. 1, pp. 34-43, Jan.
1967; also Aircraft Engineering, Feb. 1967.
Southampton University Institute of Sound and Vibration Research Annual Report, Year Ending June 1966,
N67-10476, Southampton, England.
Muller, E. A,, and Okermeier, F., The Spinning Vortices

as a Source of Sound, AGARD CP 22, Paris, France,
Sept. 1967.
Sperry, W. C., Powers, J. O., and Oleson, S. K., The Federal Aviation Administration Aircraft Noise Abatement
Program, Presented at ASME Annual International Gas
Turbine Conference, Washington, D. C., Mar. 17-21,
1968.
Peterson, A. P. N., and Gross, E. E. Jr., Handbook of

Noise Measurement, General Radio Co., W. Hartford,
Conn., 1960.
The Aircraft/Airport Problem and Federal Government

Policy, FAA Office of Noise Abatement, Systems Analysis Staff, Washington, D. C., Dec. 1967.
Report of ASEB AD HOC Committee on Noise, National

Academy of Engineering, Washington, D. C., Dec.
1968.
von Gierke, H. E., Handbook of Noise Control, Chapt. 33,

pp. 33-34. Harris, 6. M., Editor. McGraw-Hill Book
Co., New York, 1957.
JP L TECHNICAL REPORT 32- 1462
46
d
References
1. Lighthill, M. J., Sound Generated Aerodynamically, The Bakerian Lecture,
1961, Proc. Roy. Soc. London, Ser. A, Vol. 267, pp. 147-182, 1962.
2. Ribner, H. S., The Generation of Sound by Turbulent Jets, Advances in
Applied Mechanics, Vol. VIII, pp. 103-182. Academic Press, New York, 1964.
3. von Gierke, H. E., Handbook of Nobe Control, Chapter 33, pp. 3334. Harris,
C. M., Editor. McGraw-Hill Book Co., New York, 1957.
4. Metzger, F. B., Magliozzi, B., Towle, G. B., and Gray, L., A Study of Propeller Noise Research, SP 67148, Rev. A., Hamilton Standard, Winsor Locks,
Conn., 1961.
5. Standard Values of Atmospheric Absorption as a Function of Temperature
and Humidity for Use in Evaluating Aircraft Noise, SAE Aerospace Recommended Practice ARP 866, New York, 1964.
6. Yudin, E. Y., O n The Vortex Sound From Rotating Rods, NACA TM 1136,
Washington, D. C., Mar. 1947.
7. Gutin, L., On The Sound Field of a Rotating Propeller, NACA TM 1195,
Washington, D. C., Oct. 1948.
8. Hubbard, H. H., Propeller Noise Charts for Transport Airplanes, NACA TN

2968, Washington, D. C., June 1953.
9. Stowell, E. A., and Deming, A. F., Vortex Noise From Rotating Cylindrical
Rods, NACA TN 619, Washington, D. C., Feb. 1935.
10. Hicks, C. W., and Hubbard, H. H., Comparison of Sound Emission From TwoBlade, Four-Blade, and Seven- Blade Propellers, NACA TN 1354, Washington,
D. C., July 1947.
11. Gessow, A,, and Myers, G. C., Jr., Aerodynamics of the Helicopter, 3rd printing. Frederick Ungar Publishing Co., New York, 1967.
12. Lowson, M. V., and Ollerhead, J. B., Studies of Helicopter Rotor Noise,
USAVLABS TR 68-60, Ft. Eustis, Va., Jan. 1969.
13. Schlegel, R., King, R., and Mull, H., Helicopter Rotor Noise Generation and
Propagation, USAVLABS TR 66-4, Ft. Eustis, Va., Oct. 1966.
14. Loewy, R. G., and Sutton, L. R., A Theory for Predicting the Rotational Noise
of Lifting Rotors in Forward Flight, Including a Comparison with Experiment, I. Sound Vib., Vol. 4, No. 3, Nov. 1966.
15. Garrick, I. E., and Watkins, G. E., A Theoretical Study of the E@ct of Forward Speed on the Free-Space Sound Pressure Field Around Propellers,
NACA Rept. 1198, Washington, D. C., 1953.
16. Stuckey, T. J., and Goddard, J. O., Investigation and Prediction of Helicopter
Rotor Noise, J . Sound Vib., Vol. 5, No. 1, pp. 50-80, Jan. 1967.
17. Spencer, R., Sternfield, H., and McCormick, B. W., Tip Vortex Core Thickening for Application to Helicopter Rotor Noise Reduction, USAVLABS TR 66-1,
Ft. Eustis, Va., Sept. 1966.
JPL TECffNlCAL REPORT 32-1462
47
d
References (contd)
18. Hubbard, H. H., and Regier, A. A., Propeller Loudness Charts for Light Airplunes, NACA T N 1358, Washington, D. C., July 1947.
19. Sadler, S. G., and Loewy, A., A Theory for Predicting the Rotational and
Vortex Noise of Lifting Rotors in Hover and Forward Flight, Rochester Applied Science Associates Rept. 68-11, Rochester, N. Y., 1968 (to be published
as a NASA contract report).
20. Cox, R. C., and Lynn, R. R., A Study of the Origin and Means of Reducing
Helicopter Noise, TCREC-TR 62-73, Ft. Eustis, Va., Nov. 1962.
21. Leverton, J. W., and Taylor, F. W., Helicopter Blade Slap, J . Sound Vib.,
Vol. 4, No. 3, pp. 345-357, 1966.
22. Leverton, J. W., Helicopter Noise-Blade Slap, Part I-Review
retical Study, NASA CR 1221, Washington, D. C., Oct. 1968.
and Theo-
23. Conference on STOL Transport Aircraft Noise Certification Sponsored by

Federal Aviation Administration of the Department of Transportation, FAA
69-1, TR 550-003-03H, Washington, D. C., Jan. 30, 1969.
24. Davidson, I. M., and Hargest, T. J., Helicopter Noise,]. Roy. Aeronaut. Soc.,
Vol. 69, No. 5, pp. 325-336, May 1965.
25. Sharland, I. J., Sources of Noise in Axial Flow Fans, J. Sound Vib., Vol. 1,
pp. 302-322, 1964.
26. Sowers, H. D., Investigation of Methods for the Prediction and Alleviation
of Lift Fan Noise, TRECOM TR 65-4, Ft. Eustis, Va., 1965.
27. Hargest, T. J., V/STOL Aircraft Noise, Fluid Dynamics of Rotor and Fan
Supported Aircraft at Subsonic Speeds, AGARD CP 22, Paris, France, Sept.
1967.
28. Pickerell, D. J., and Cresswell, R. A., Power Plant Aspects of High-speed
Inter-City VTOL Aircraft, J . Aircraft, Vol. 5, No. 5, Sept. 1968.
29. Stevens, S. S., The Measurement of Loudness, J. Acoust. SOC. Am., Vol. 27,
No. 5, 1955.
30. Kyter, K. D., Scaling Human Reactions to the Sound From Aircraft, J .
Acoust. SOC. Am., Vol. 31, No. 11, 1959.
31. Sperry, W. C., Aircraft Noise Evaluation, FAA 68-34, TR 550-003-03H,
Washington, D. C., Sept. 1968.
48

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d
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N

Technical Report 32-7462

A Review of Aerodynamic Noise From Propellers,

Technical Report 32-1462

A Review of Aerodynamic Noise From Propellers,

Prepared Under Contract No. NAS 7- 100

JPL TECHNICAL REPORT 32-7462

A Acoustic Radiator Models .

2. Interaction and distortion effects

111. Propeller Noise .

V lift Fan Noise

Appendix A Explanation of Some Fundamental Terms

Appendix 8 Generalized Propeller-Noise Estimating Procedure .

Appendix C Generalized Rotor-Noise Estimating Procedure .

JPL TECHNICAL REPORT 32-7462

1 Elementary sources of sound .

3. Sources of aerodynamic noise

4 Molecular attenuation coefficient for air-to-ground propagation at

6. Acoustic contribution of loading harmonics 10 deg below rotor disc

7. Comparison of theories with experimental data at the side of a helicopter .

8. Comparison of theory and experiment (adapted from Ref. 14) .

9 Noise spectrum; comparison of theory (adapted from Ref 12)

10 Octave band vortex noise spectrum below stall (a),

12 Typical blade-vortex intersections for a single rotor system (a),

14. Typical tip-turbine-driven lift fan

17 Noise generated by STOL aircraft, 50, 000 to

95,000 Ib gross weight

free-space propeller noise levels with

JPl TECHNICAL REPORT 32-1462

B.9 . Molecular absorption of sound in air

C.2 . Rotor noise harmonic sound pressure levels

C.3 . Sound pressure levels corresponding to harmonic numbers .

D.1 . Lift fan axis system .

D.2 . Normalized power spectrum of compressor and fan noise .

JPL TECHNICAL REPORT 32-1462

JPL TECHNICAL REPORT 32-1462

A Review of Aerodynamic Noise from Propellers,

This report is the product of a study of aircraft noise

II. Elements of Aerodynamic Acoustics

In earlier work on acoustic theory, such as Ref. 1, many

Dipole strength is a vector term with direction as well as

PULSATING SPHERE AS MODEL OF SIMPLE SOURCE OF SOUND

(b) ALTERNATE MODELS OF DIPOLE SOURCE OF SOUND

SOURCES AND SINKS

(c) ALTERNATE MODELS OF LATERAL QUADRUPOLE SOURCE OF SOUND

(c) VORTEX SHEDDING

THRUST AND TORQUE

Fig. 1. Elementary sources of sound

Fig. 2. Theoretical noise patterns for rotors,

JPL TECHNICAL REPORT 32-7462

as much as possible of the acoustic energy, which is the

Aerodynamic noise may be defined as sound which is

times the rotational frequency). Vortex or broad band

JPL TECHNICAL REPORT 32-1462

air is steady relative to the blade and rotates with it if

a. Blade slap. Impulsive noise, blade bang or blade slap

properties may become significant parameters. The third

b. Amplitude and frequency modulation. Distortion