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Ernest Christley wrote:
Bob White wrote:
I guess after that it's just a matter of whether I'm happy with
the noise level in the cockpit.
Bob W.
And do we really care what the people we leave on the ground think!?
8*) Well, I guess that would depend on if we want to come back, but your point is insightful. Taking readings at the wing tips and such is interesting, the cockpit is the crucial area. There's some correlation between the sound at the wing and the sound in the cockpit, but I'm sure that various configurations will direct the sound in different directions. If I can direct that sound energy at the wing instead of the cockpit...well, the guys in the hangar will just have to stop talking for a second while I leave. Right?
Once in the air (so the ground isn't reflecting), are straight pipes pointed down better for the pilot than ones that are angled back?
Pipes pointed down (any direction perpendicular to airflow) will increase drag significantly.
Bob,
3000 rpm implies about the power level needed for a fast taxi. I'd guesstimate that 104-105dB is at least 10dB louder than a small Lyc at taxi power. (That's a *big* difference.)
Simplified info about weighting scales on dB meters (from 20 year old memory):
The A scale on a dB meter is designed to approximate the human ear's frequency responce curve *at low volume*. Any time you see a company hyping their product's noise level & quotes levels based on the A curve, they are hiding the true noise level of the product. At high noise levels, your ear is no respector of weighting curves & the frequency extremes that are filtered by the meter's A weighing still damage your ear.
Charlie
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