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Chapter4. DataAnalysis 73 accordance to Lighthill’s Theory of Sound (Sect. 2.3): The LC engine exhibits more sound sources close to the nozzle, but is of less sound intensity overall. More- over, the first LC sound source has shifted well downstream the marked nozzle exit plane. This is especially noticable for higher frequencies, as the SODIX plots are of higher resolution then due to a greater number of source positions used. The shift is most likely due a moved origin of coordinates that has not been ac- counted for during SODIX analysis. Therefore, the dashed line in all plots marks the position of the SC exit plane, whereas the LC engine exit plane is approxi- mately one nozzle diameter further downstream. Long cowl engine with flight stream Enabling the flight stream has the same effect on the LC engine as on the SC. Figure 4.28 shows TP DLR 914 at the same TOB as for DLR 900 in the Section above. (a) TOB 630 Hz (b) TOB 3150 Hz Figure 4.28: Long cowl nozzle configuration, sideline condition, flight stream enabled (DLR 914). The flight stream causes sound sources to appear further downstream and more spread out due to wave refraction. In addition, the FS encases the hot and fast core flow, which lowers the maximum SPL by 6 − 12 dB, having the greatest ef- fect at lower frequencies. The degree by which the flight stream reduces noise emission is comparable to the TPs presented before. When comparing the LC TP with the SC TP that has the same conditions (DLR 325 on page 57), the long cowl nozzle still has a noise reduction effect at low frequencies due to emitting less downstream mixing noise than the SC configuration. At higher frequencies f > 2000 Hz, however, the effect reverses: The high-frequency noise close to thePDF Image | Investigation of wing installation effects on the sound field of a model jet engine
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