From engine integration to cabin noise: drivers to accurate interior noise evaluations
The present paper addresses the topic of of end-to-end cabin noise aero-vibro-acoustic prediction for civil aircraft. Through an overview of Airbus cabin noise prediction means and related investigations, the sensitivity of cabin noise to key parameters at engine and aircraft levels is demonstrated, highlighting the need for high fidelity numerical and experimental capabilities as well as integrated ways of working between engine and aircraft manufactureres in the frame of engine design to cabin noise.
A projection and condensation method for aerospace noise and vibration engineering
A condensation method based on the U-vectors from Singular Value Decomposition is applied on aeroacoustics and structural dynamics data. The aim of the condensation is to make the process of cabin noise levels estimates and noise control design more efficient. The suggested method is allowing a reduction of the number of load cases used for vibro-acoustic analyses, and hence significantly reduces the time and efforts for vibration predictions and subsequent cabin noise estimates. Application of the method is made to aeroacoustic predictions for a Counter Rotating Open Rotor propulsion system, and for structural response data for an aircraft test section available at AIRBUS GmbH, Hamburg, Germany.
Advanced correlation criteria for the mid frequency range
The aerospace industry demands more efficient alternatives to conventional jet engines. In case of fuel con- 
sumption, modern turbo-prop engines have been identified as an efficient alternative for short range aircraft. 
However, the benefit in operation efficiency may come along with a strong acoustic excitation on the fuselage. 
In order to continue improving the aircraft cabin acoustic comfort achieved with turbofan powered aircraft, 
additional countermeasures are necessary. Therefore, a better understanding of the dynamic behaviour of the 
fuselage is essential for the development of new and commercially successful noise-reducing measures. For 
acoustic purposes, the relevant frequency range of the tonal excitations of the turbo-prop engines is the so 
called mid-frequency range. Numerical structural-dynamical models used for vibroacoustic predictions and 
analyses often show significant deviations from experimental results in the mid-frequency range. A model 
validation based on the correlation with experimentally determined modal parameters is often not possible 
due to the high modal density that aircraft fuselages exhibit in this frequency range. The correlation criterion 
introduced in this work is based on kinetic energies integrated over frequency bands and spatially over surface 
areas of the fuselage. The objective is to identify frequency bands where the numerical model needs to be 
adjusted for a better match with experimental observations even in a frequency range of high modal density 
and overlap.