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Chapter4. DataAnalysis 54 second sound source at high TOBs is most likely different from the first source. As such, it can possibly be linked to vortices separating at the position where the deployed flap system impinges on the free jet. The sound field intensity with installed wing is not greater at every source posi- tion, however. In the 1250 Hz plot, there is an area, where the uninstalled SPL is above the installed level at x/d ≈ 4. As it is far downstream of the engine/wing installation, one possible explanation is, that the noise reduction has to occur due to reduced turbulence in the mixing jet. The following subsection revisits this phenomenon, as it also appears for APP and CB conditions. Approach and cutback ICAO reference points with wing installation For the approach and cutback TPs, only the core and bypass jet velocities change in comparison to the sideline TPs explained above. Therefore, this subsection will only focus on the noticable differences between the flight conditions. Figure 4.10 shows the comparison plots of selected approach and cutback TOBs. The wing installation increases the SPL relatively uniformly over the entire mea- surement area for all TPs, similarly to the sideline TP shown before. The SPL difference is significant and averages at +20 dB for the installed case. The low- frequency plots in Fig 4.10 (800 Hz and 1000 Hz) show a signficantly louder sound source upstream of the nozzle at x/d < 0. The individual plots for both TPs re- veal that the source upstream of the nozzle is much weaker than the main jet source and the difference plot suggests more significance than there actually is. Moreover, both low-frequency plots show an area where the installed case is of lesser relative intensity at x/d ≈ 3 − 5. When analysing the non-comparison plots for installed and uninstalled approach conditions (Figure 4.11) it becomes evi- dent that both cases exhibit a source gap at this position. This gap moves down- stream when the wing is installed, which results in the SPL difference observable in Fig. 4.10(a) and (c). This area only appears at a certain TOB range, which is why wave cancellation can be considered a viable reason for its occurence. The high-frequency plots in Fig. 4.10 exhibit a more expected behaviour. As for the SL plots before (Fig. 4.9), there is a distinctly louder source at the nozzle outlet with downstream directivity. Due to its position in direction of flow, the increased SPL could result from flow interaction with the wing leading edge and the pylon. Besides, there is an area of increased SPL compared to the uninstalled case forPDF Image | Investigation of wing installation effects on the sound field of a model jet engine
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