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Chapter2. Theory 18 mixing with the environment, the second at approximately ten nozzle diameters downstream the exhaust plane, caused by the mixing of the fully developed jet with the atmosphere. Further investigation by variation of the ratio of core and bypass flow velocity yielded, that the first source emits mainly high-frequency noise, whereas the second one radiates mostly low-frequency noise. This is at- tributed to the size of the eddies caused by the mixing shear layers. At the first position, the jet velocity is much greater than the surrounding velocity, thus pro- moting only minor mixing and subsequently small eddies. At the second posi- tion, the mixing is of greater magnitude, the turbulence coarser, which facilitates the generation of larger eddies. Further credence is given by source localisation studies that identify two dominant mixing regions among a number of insignifi- cant sources [26, 28, 29, 33]. Figure 2.8: Mixing regions of a two-stream exhaust engine, produced during an experi- ment at the Noise Test Facility in England, 1976 [28, 33]. Interaction noise Interactions caused by engine installation are called Propulsion Airframe Aeroa- coustic (PAA) interactions [21]. Nelson [26] identifies two major noise sources due to jet/wing interference. Firstly, the interaction of the jet with the wing sur- face leads to large-scale turbulence which results in an up to 10 dB SPL increase. However, due to the formation of comparably big eddies, the increase happens at very low frequencies that can well be beyond the audible range. The second effect is caused by interaction of the jet with wing flaps and is thus primarily of concern during take-off and landing operations, when flaps are deployed. De- pending on the engine position relative to the wing, it might also occur duringPDF Image | Investigation of wing installation effects on the sound field of a model jet engine
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