High-Lift Common Research Model Aeroacoustic Test
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Aeroacoustics↗
Engineering topics
David P Lockard
Publications and source records attributed to David P Lockard.
Overview of Aeroacoustic Testing of the High-Lift Common Research Model
This paper presents an overview of the experimental data obtained in a 2020/2021 aeroacoustic test of the high-lift variant of the common research model. The breadth of the aerodynamic and acoustic measurements is highlighted along with some key results. Aerodynamic data were observed to be consistent with previous observations, and the acoustic measurements were repeatable once some background noise and shear layer issues were resolved. The primary purpose of the test was to evaluate the noise reduction potential of slat noise reduction devices, and a slat-gap filler was found to produce substantial noise reduction over a broad frequency range. The gap filler was designed to meet practical implementation considerations at full scale and constructed out of shape-memory alloys that would allow the slat to be articulated. However, additional structural testing will be required to demonstrate the performance of the gap filler during slat deployment and retraction. Over 3,500 test points were collected during the test, and only a small fraction of the experimental data has been processed in a preliminary manner. Nonetheless, the results presented demonstrate the quality of the dataset and reveal some insights about slat noise.
Aeroacoustics↗
CFD Simulations of Landing and Takeoff CRM High-Lift Configurations
Numerical simulations have been performed for a conventional high-lift version of the Common Research Model (CRM) model corresponding to landing and take- off configurations. Computed values of lift and drag for the landing configuration are compared with the experimental data acquired in the 14- by 22-Foot Subsonic Tunnel (14×22) at the NASA Langley Research Center (LaRC). Simulations replicated the experimentally observed improvements in the lift characteristics in the presence of a nacelle chine. Flow visualization images indicate that vortices generated by the nacelle chine reduce flow separation regions on the upper surface of the wing at higher angles of attack. Based on such observations, the take-off configuration considered is also equipped with a nacelle chine, and testing of this configuration is planned in the 14×22 tunnel in near future. Preliminary solutions are also presented to explore the feasibility of using a localized flap gap blowing (LFGB) active flow control concept for improving the aerodynamic performance at take-off conditions.
aerodynamics↗
Investigation of the 30P30N Slat Flow Field with Passive Control Devices Using Particle Image Velocimetry
The leading-edge slat of a high-lift wing is one of the main noise contributors during approach and landing. This paper describes an experimental investigation of the velocity field associated with multiple passive noise treatments, including slat-cusp extensions, a cove filler, and a gap filler, on a two-dimensional multi-element high-lift 30P30N airfoil. Previous work documented comparisons of both surface and far field pressure fluctuations in the presence of these devices with those for a baseline case at different flow conditions. However, important information related to the velocity fields was missing from the previous measurements, hindering our ability to elucidate the changes in the flow physics associated with the noise treatments. Therefore, two-component Particle Image Velocity has been used to investigate the influence of passive noise treatments on the flow fields. All measurements are taken at an effective, free-air angle of attack of 5.5 degrees and a stowed-chord-based Reynolds number of 1.71 × 10e6. The measurements show that the slat extensions shorten the slat-cove shear layer trajectory, resulting in reduced growth of disturbances within the slat-cove shear layer. This leads to a shift of tonal peaks to higher frequencies and a reduction in the tonal amplitudes. The gap filler blocks the flow path through the gap, causing the reattachment location to shift to the main wing leading edge lower surface. Consequently, the feedback loop associated with the flow-acoustic interaction in the baseline case is eliminated, and the turbulent kinetic energy in the slat-cove shear layer is significantly reduced. However, extensive flow separation is observed on the suction side of the gap filler, which does not eliminate the noise reduction benefit due to the gap filler, but does degrade the aerodynamic performance of the high-lift configuration. Finally, the overall flow field in the presence of the cove filler is similar to that in the baseline case at the design angle of attack, but the slat-cove shear layer is eliminated leading to a suppression of the cavity tones associated with the shear layer. This change accounts for the reduction in slat noise as measured in previous work.
Aeroacoustics↗
Overview of Aeroacoustic Testing of the High-Lift Common Research Model
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Aeroacoustics↗
Fully Coupled Aeroelastic Stability Analysis of Adaptive Shape Memory Alloy Structural Technologies for Airframe Noise Reduction
The objective of this work is the development of computational models and analysis of the coupled fluid-structure response of a slat gap filler (SGF) noise treatment applied to the leading-edge-slat component of a high-lift system typical of modern transport aircraft. The representative airframe chosen for this work is NASA’s High-lift Common Research Model (CRM-HL) in a baseline high-lift configuration. Superelastic shape memory alloys (SMAs) have been identified as enabling materials for these structural treatments. Since the technology elements rely upon having a highly reconfigurable structure, designs must be assessed for static aeroelastic deflection as well as dynamic aeroelastic stability using coupled computational fluid dynamics (CFD) and nonlinear computational structural dynamics (NL CSD) tools. The technical approach consists of solving for the flow field around the entire vehicle using a global CFD model, followed by extraction of relevant local subdomain data for CFD and NL-CSD co-simulations. The SGF design is assessed using both 2D and 3D co-simulations to predict quasi-static aeroelastic deformations and to assess dynamic aeroelastic stability.
Fluid structure interaction↗
Aeroacoustic Results from Common Research Model Testing and Analysis
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Aeroacoustics↗
Aeroacoustic Simulations of the High-Lift Common Research Model and Validation with Experiment
Aerodynamic and acoustic data from unsteady numerical simulations of the High-Lift Common Research Model are compared with experimental measurements from an open-jet wind tunnel test of a 10\-scale model. Time-averaged surface pressure data is in good agreement for all of the configurations evaluated during the test. Unsteady surface pressure spectra from the leading-edge slat and the nose of the main element are presented, demonstrating that the highest levels are associated with the wakes of slat brackets. At these locations the simulations and experiment match reasonably well at low enough frequencies (f < 10 kHz based on the model scale) before excessive numerical dissipation leads to a rapid roll off in the predicted frequency spectra. The agreement is inconsistent at other locations on the slat and main-element surfaces, where the pressure fluctuation levels are lower. Noise predictions using a synthetic microphone array are compared with equivalent experimental results, and the changes in levels predicted between three configurations are similar to those measured. However, some details of the noise predictions are inconsistent with the experiment, and the use of solid- instead of porous-surface data for the acoustic processing of the simulations likely contributes to the discrepancies. All of the simulations were completed before the test, and, despite some shortcomings, they provided valuable insight into the aeroacoustic performance of the model that greatly aided test planning and execution. Hence, the post-test comparisons presented here allow an assessment of the predictive methodology in the context of a realistic high-lift configuration.
High-lift↗
On the Alleviation of Background Noise for the High-Lift Common Research Model Aeroacoustic Test
Microphone array measurements of the airframe noise from the High-Lift Common Research Model (CRM-HL) in the NASA Langley 14- by 22- Foot Subsonic Tunnel were initially hindered by extraneous noise sources. The steps taken to reduce the background noise in the open-jet test section for the aeroacoustic test are described in this paper. Adhesive-backed felt was used to attenuate noise resulting from the interaction of the test section shear layer with the collector and diffuser surfaces, scrubbing noise from the floor perforated panels, as well as an extraneous noise source produced near the junction of the model and the floor when the model was producing significant lift. The effects of the felt on noise attenuation and acoustic reflections are discussed. Following the CRM-HL test, scrubbing noise measurements from a floor basket with a perforated top panel were acquired in the Quiet Flow Facility to compare the performance of different perforated panel covers and their respective effects on the noise spectra. Aside from a smooth, hard wall, the felt cover was found to produce the minimum scrubbing noise of all the materials tested.
background noise↗
Effects of Porous Gap Fillers on 30P30N Leading-Edge SlatNoise. Part I: Surface Pressure and Acoustics
The leading edge slat of a high-lift system is one of the main contributors to airframe noise during approach. In a previous experimental study, we assessed the performance of an impermeable slat gap filler as a passive flow control device to reduce the slat noise associated with a two-dimensional, three-element high-lift airfoil. The present paper, the first of two parts,represents a follow-on investigation to assess the relative efficacy of permeable gap fillers thatallow successively higher amounts of flow to pass through the gap. To evaluate the influence of this passive flow control device on the acoustics generated by the unsteady flow near the slat, experiments are conducted in an anechoic wind tunnel by mounting a gap filler to the slat element of the two-dimensional 30P30N high-lift configuration. Measurements are performed at a single geometric angle of attack (𝛼𝑘=8◦) and three different flow speeds that correspond to Reynolds numbers of𝑅𝑒𝑐=1.2𝑒6,1.5𝑒6, and1.71𝑒6, respectively. Steady surface pressure measurements are used to gauge the influence of the permeable gap filler treatments on the overall lift. The effect of each treatment on the radiated noise is analyzed via acoustic array measurements, followed by delay-and-sum beamforming to locate the slat noise sources and to provide the integrated acoustic spectra. The porous gap fillers are found to eliminate the narrowband peaks in the acoustic spectra and, also, to yield a 10 dB reduction in the broadband noise in comparison with the baseline case with no gap filler. The porous gap filler with thelowest permeability acts similar to the impermeable gap filler examined previously. However, the aerodynamics and noise reduction both degrade with increasing permeability. An accompanying abstract describes the particle image velocimetry measurements of the flowfield within the slat cove and on either side of the permeable gap f
slat noise↗
Effects of Porous Gap Fillers on Leading-Edge Slat Noise of 30P30N. Part II: PIV Measurements
The leading edge slat of a high-lift system is one of the main contributors to the airframe noise during approach conditions. This paper, the second of two parts, continues our previous studies on the slat gap filler as a passive noise control device on the two-dimensional, 30P30N multielement airfoil. Whereas the earlier study was focused on the effects of an impermeable gap filler that completely blocks the flow through the gap, this follow-on assessment is devoted to permeable slat gap fillers that allow limited amounts of flow to pass through the gap. Part I of this two-part abstract described the aerodynamic and acoustic effects of the permeable gap fillers, as inferred from both the measurements of static and unsteady surface pressures and the microphone array data for the radiated noise. To understand the physical mechanism responsible for the noise reduction documented in Part I, as well as for the accompanying aerodynamic penalty due to the porous gap fillers, Particle Image Velocimetry (PIV) is used in this paper to measure the flow details in the slat-cove region of the 30P30N model. A single angle of attack (𝛼 = 5.5◦) and a chord based Reynolds number of 1.71𝑒6 are selected as the test conditions. The PIV results show that the slat flow features are significantly altered with the presence of the porous gap filler, resulting in a more stable slat-cove shear layer and, thus, reduced velocity fluctuations with a successive decrease in the permeability. The porous gap filler with the lowest permeability acts similar to the solid gap filler. However, flow separation is observed on the upper side of the porous interface, which leads to an aerodynamic performance penalty via a reduction in lift on the main wing.
slat noise↗
Development of Slat-gap and Slat-cove Filler Treatments for Noise Reduction Assessment on the High Lift Common Research Model in the NASA LaRC 14x22
Airframe noise is an important issue during the approach and landing phases of flight because engines are throttled back, and airframe sources become an equal or greater contributor to environmental noise. The leading-edge slat component of the high-lift system for transport aircraft has been identified as a prominent source of airframe noise. Noise production mechanisms and potential treatments to mitigate airframe noise have been areas of active research for nearly three decades. Two promising technologies for slat noise reduction are the slat-gap filler (SGF) and slat-cove filler (SCF). Previous work was done using a 2D section of a transport class aircraft wing to demonstrate their feasibility via benchtop and computational models. A wind tunnel test campaign was recently undertaken to test the SGF and SCF technologies in a flight-like environment by installing dynamically scaled treatments on the 10%-scale High-Lift Common Research Model (CRM-HL), which is representative of a commercial twin-aisle transport aircraft. Advancement of the SGF and SCF technologies to overcome challenges of integration with 3D airframe structures, computational simulations of the CRM-HL predicting the aerodynamic and aeroacoustic performance and structural loads, and design of wind tunnel model hardware with features accommodating noise treatments were conducted in parallel. Details of innovations in the SGF and SCF technologies for 3D airframe feasibility will be described. The loads the treatments must sustain in flight and the influence of those loads on the design is also discussed. Finally, the design of wing leading-edge assemblies to treat the 10% CRM-HL with dynamically scaled SGF and SCF components is presented. The treatments were successfully tested in 2020/2021 providing a demonstration of leading-edge noise reduction using components that would allow slat articulation.
airframe noise reduction↗
Phased Array Characterization of Slat Noise Radiation from a High-Lift Common Research Model
A test campaign was conducted in the open-jet test section of the NASA Langley 14- by 22-Foot Subsonic Tunnel on a 10%-scale, semispan version of a High-Lift Common Research Model (CRM-HL) incorporating a leading-edge slat, trailing-edge flap and removable high-fidelity main landing gear. Far field acoustic measurements were obtained on baseline and acoustically treated model configurations using a traversing 97-microphone phased array that viewed the pressure side of the airframe. A modified version of the DAMAS deconvolution method incorporating corrections for shear layer acoustic wave decorrelation was employed to determine the locations and strengths of relevant noise sources along the span of the slat and in the vicinity of the flap edges and landing gear. The main goal of the test campaign was to use the array data to evaluate the effectiveness of various slat noise reduction concepts. It was found that slat-gap fillers produced significant broadband noise reduction for all Mach numbers and airfoil angles of attack that were investigated. Mach number scaling revealed an approximate velocity to the sixth power relationship for the slat noise at higher frequencies. Directivity measurements obtained from integration of DAMAS pressure-squared values over defined geometric zones around the model showed that baseline slat noise radiation approximated a dipole as a function of polar emission angle, becoming approximately omnidirectional with the introduction of the slat-gap filler. The test campaign clearly demonstrated the noise reduction benefits that can be obtained by applying appropriate treatments to leading edge slats on commercial transport-class aircraft.
William M Humphreys, Jr.↗
Computational Study of Noise Characteristics for 30P30N Leading-edge Slat and Krueger Flap
In this study, numerical simulations are performed to investigate the flowfield, the noise sources, and their detailed characteristics around high-lift configurations featuring either a conventional leading-edge slat or a Krueger flap. While the flowfields and potential noise sources are similar for the two types of configurations, the noise directivity patterns exhibit some differences. The influence of the cavity where the Krueger flap is stowed on the lower surface is also examined via numerical simulations with and without the cavity. Results show that the cavity does not have a significant influence on the flowfield around the Krueger flap and the gap region. However, when the cavity is present, additional noise sources are observed around its rear part, although they are not as significant as the noise sources on the lower side of the Krueger flap. These additional noise sources contribute to the directivity of high noise levels, especially in the upstream direction.
Aeroacoustics↗