Engineering topics

Vonglahn, U.

Publications and source records attributed to Vonglahn, U..

At least 19 records

NASA NTRS1985

Velocity and temperature decay characteristics of inverted-profile jets

In order to design efficient, lightweight flap systems for future engine under-the-wing STOL aircraft, the velocity and temperature decay rate of the jet plume must be increased relative to that for single-stream nozzles in order to provide local flap loads and structural temperatures within acceptable limits. The jet plume decay rate of dual flow engines can be increased by resorting to inverted-profile velocity and temperature nozzle concepts. The peak axial decay characteristics of model-scale, two-stream inverted-profile nozzle flows are empirically correlated. Also discussed are the radial and spreading characteristics of inverted-profile nozzle flows.

Vonglahn, U.↗

NASA NTRS1982

Correlation of core noise obtained by three signal coherence techniques

The prediction of frequency content and noise levels of turbofan engine core noise is reexamined as a result of recent test data and a new diagnostic technique. The diagnostic technique, utilizing a three-signal coherence method, is used to obtain core noise spectra for several engines. Similarities and differences of the spectra are discussed. Finally, the three-signal coherence data are correlated, leading to an improved core noise prediction procedure.

Vonglahn, U.↗

NASA NTRS1981

Comparison of predicted engine core noise with proposed FAA helicopter noise certification requirements

Calculated engine core noise levels, based on NASA-Lewis prediction procedures, for five representative helicopter engines are compared with measured total helicopter noise levels and proposed FAA helicopter noise certification requirements. Comparisons are made for level flyover and approach procedures. The measured noise levels are generally significantly greater than those predicted for the core noise levels, except for Sikorsky S-61 and S-64 helicopters. However, the predicted engine core noise levels are generally at or within 3 db of the proposed FAA noise rules. Consequently, helicopter engine core noise can be a significant contributor to the overall helicopter noise signature and, at this time, will provide a limiting floor to a further decrease in future noise regulations.

Vonglahn, U.↗

NASA NTRS1980

New interpretations of shock-associated noise with and without screech

Anomalous trends in present convergent nozzle (Mach 1) shock associated noise analyses and predictions, with particular emphasis on the roles of screech and jet temperature, are discussed. Experimentally measured values of shock associated noise are used to reassess data trends, including both frequency and sound pressure level. The data used includes model-scale nozzles, varying in nominal diameter from 5 cm to 13 cm, and full scale engine nozzles up to 48 cm. All data were obtained at static conditions. From this reassessment of the measured data, new empirical methods for the prediction of shock associated noise are developed. Separate procedures are presented for screech free and screech contaminated shock associated noise. In the present approach, shock associated noise spectra are developed from considerations that include the peak sound pressure level and its frequency, the low frequency sound pressure level slope, and the high frequency sound pressure level slope or roll-off; the latter is shown to vary with directivity angle.

Vonglahn, U.↗

NASA NTRS1980

Noise suppression due to annulus shaping of an inverted-velocity-profile coaxial nozzle

An inverted velocity profile coaxial nozzle for use with supersonic cruise aircraft produces less jet noise than an equivalent conical nozzle. Furthermore, decreasing the annulus height (increasing radius ratio with constant flow) results in further noise reduction benefits. The annulus shape (height) was varied by an eccentric mounting of the annular nozzle with respect to a conical core nozzle. Acoustic measurements were made in the flyover plane below the narrowest portion of the annulus and at 90 deg and 180 deg from this point. The model-scale spectra are scaled up to engine size (1.07 m diameter) and the perceived noise levels for the eccentric and baseline concentric inverted velocity profile coaxial nozzles are compared over a range of operating conditions. The implications of the acoustic benefits derived with the eccentric nozzle to practical applications are discussed.

Goodykoontz, J.↗

NASA NTRS1980

Noise suppression due to annulus shaping of conventional coaxial nozzle

A method which shows that increasing the annulus width of a conventional coaxial nozzle with constant bypass velocity will lower the noise level is described. The method entails modifying a concentric coaxial nozzle to provide an eccentric outer stream annulus while maintaining approximately the same through flow as that for the original concentric bypass nozzle. Acoustical tests to determine the noise generating characteristics of the nozzle over a range of flow conditions are described. The tests involved sequentially analyzing the noise signals and digitally recording the 1/3 octave band sound pressure levels. The measurements were made in a plane passing through the minimum and maximum annulus width points, as well as at 90 degrees in this plane, by rotating the outer nozzle about its axis. Representative measured spectral data in the flyover plane for the concentric nozzle obtained at model scale are discussed. Representative spectra for several engine cycles are presented for both the eccentric and concentric nozzles at engine size.

Vonglahn, U.↗

NASA NTRS1979

Assessment at full scale of nozzle/wing geometry effects on OTW aero-acoustic characteristics

The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 (takeoff altitude) and 60 (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.

Groesbeck, D.↗

NASA NTRS1979

Wing aerodynamic loading caused by jet-induced lift associated with STOL-OTW configurations

Surface pressure distributions were obtained with model-scale STOL-OTW configurations using various nozzles designed to promote flow attachment to the wing/flap surface. The nozzle configurations included slot-types and both circular and slot nozzles with external flow deflectors. The wing aerodynamic loading caused by the jet-induced lift is presented in conventional terms of delta p/q as a function of chordwise surface distance in the nozzle centerline plane as well as outboard of the nozzle centerline. Nozzle roof/deflector angle, chordwise location of the nozzle, wing size, and flap deflection angle are included in the geometric variables affecting the wing loading.

Vonglahn, U.↗

NASA NTRS1979

Assessment at full scale of exhaust nozzle to wing size on STOL-OTW acoustic characteristics

On the basis of static aero/acoustic data obtained at model scale, the effect of exhaust nozzle size on flyover noise is evaluated at full scale for different STOL-OTW nozzle configurations. Three types of nozzles are evaluated: a circular/deflector nozzle mounted above the wing; a slot/deflector nozzle mounted on the wing; and a slot nozzle mounted on the wing. The nozzle exhaust plane location, measured from the wing leading edge, was varied from 10 to 46 percent of the wing chord (flaps retracted). Flap angles of 20 deg (takeoff) and 60 deg (approach) are included in the study. Initially, perceived noise levels (PNL) are calculated as a function flyover distance at 152m altitude. From these plots, static EPNL values (defined as flyover relative noise levels), are obtained as functions of nozzle size for equal aerodynamic performance (lift and thrust). The acoustic benefits attributable to nozzle size relative to a given wing chord size are assessed.

Vonglahn, U.↗

NASA NTRS1979

Acoustic considerations of flight effects on jet noise suppressor nozzles

The inflight acoustic characteristics of high velocity jet noise suppressor nozzles for supersonic cruise aircraft were reviewed. The inflight effects at the peak noise level were discussed. Both single and inverted velocity profile multistream suppressor nozzles were considered. The importance of static spectral shape on the noise reduction due to inflight effects was stressed.

Vonglahn, U.↗

NASA NTRS1976

Nozzle and wing geometry effects on OTW aerodynamic characteristics

The effects of nozzle geometry and wing size on the aerodynamic performance of several 5:1 aspect ratio slot nozzles are presented for over-the-wing (OTW) configurations. Nozzle geometry variables include roof angle, sidewall cutback, and nozzle chordwise location. Wing variables include chord size, and flap deflection. Several external deflectors also were included for comparison. The data indicate that good flow turning may not necessarily provide the best aerodynamic performance. The results suggest that a variable exhaust nozzle geometry offers the best solution for a viable OTW configuration.

Vonglahn, U.↗

NASA NTRS1976

Wing shielding of high velocity jet and shock-associated noise with cold and hot flow jets

Jet exhaust noise shielding data are presented for cold and hot flows (ambient to 1,100 K) and pressure ratios from 1.7 to 2.75. A nominal 9.5-cm diameter conical nozzle was used with simple shielding surfaces that were varied in length from 28.8 to 114.3 cm. The nozzle was located 8.8 cm above the surfaces. The acoustic data with the various sheilding lengths are compared to each other and to that for the nozzle alone. In general, short shielding surfaces that provided shielding for subsonic jets did not provide as much shielding for jets with shock noise, however, long shielding surfaces did shield shock noise effectively.

Vonglahn, U.↗

NASA NTRS1976

OTW noise correlation for variations in nozzle/wing geometry with 5:1 slot nozzles

Acoustic data obtained from a model-scale study with 5:1 slot nozzles are analyzed and correlated in terms of apparent noise sources. Variations in nozzle geometry include roof angle and sidewall cutback. In addition, geometry variations in wing size and flap deflection are included. Three dominant noise sources were evident in the data and correlated: fluctuating lift noise, trailing edge noise and a redirected jet mixing noise that included the effect of reflection of jet noise by the surface. Pertinent variables in the correlations include the shear layer thickness and peak jet flow velocity at the trailing edge.

Vonglahn, U.↗

NASA NTRS1976

Effect of external jet-flow deflector geometry on OTW aero-acoustic characteristics

The effect of geometry variations in the design of external deflectors for use with over-the-wing (OTW) configurations was studied at model scale and subsonic jet velocities. Included in the variations were deflector size and angle as well as wing size and flap setting. A conical nozzle (5.2-cm diameter) mounted at 0.1 chord above and downstream of the wing leading edges was used. The data indicate that external deflectors provide satisfactory takeoff and approach aerodynamic performance and acoustic characteristics for OTW configurations. These characteristics together with expected good cruise aerodynamics, since external deflectors are storable, may provide optimum OTW design configurations.

Vonglahn, U.↗

NASA NTRS1975

Forward velocity effects on under-the-wing externally blown flap noise

Noise tests were conducted with small-scale models of externally blown-flap powered-lift systems that were subjected to simulated takeoff and landing free-stream velocities by placing the nozzle-wing models in a free jet. The nozzle configurations consisted of a conical and an 8-tube mixer nozzle. The results show that the free-stream velocity attenuates the noise from the various configurations, with the amount of attenuation depending on the flap setting. More attenuation was obtained with a flap setting of 20 degrees than with a flap setting of 60 degrees. The dynamic effect on the total attenuation caused by aircraft motion is also discussed.

Goodykoontz, J.↗

NASA NTRS1975

Influence of multitube mixer nozzle geometry on CTOL-OTW jet noise shielding

Acoustic shielding benefits for CTOL over-the-wing (OTW) applications were obtained experimentally with various multitube nozzles using a simple board to represent a wing. Eight nozzles consisting of three to thirteen 2.36-cm diameter tubes were tested. The nozzles included single and double rings of tubes. Shielding surface lengths of 15.0 to 54.4 cm were used with each nozzle. Far-field noise data were obtained at 90 deg from the jet axis and with a nominal jet exhaust velocity of 200 m/sec. The jet noise shielding benefits for the nozzles with double rows of tubes, in terms of sound pressure level spectra, are correlated successfully as a function of an earlier developed parameter for nozzles with a single ring of tubes that includes consideration of the number of tubes and the local peak velocity in the flow field at the trailing edge of the shielding surface.

Vonglahn, U.↗

NASA NTRS1975

Installation and airspeed effects on jet shock-associated noise

Experimental acoustic data are presented to illustrate, at model scale, the effect of varying the nozzle-wing installation on shock-associated noise, statically and with airspeed. The variation in installations included nozzle only, nozzle under-the-wing (with and without flaps deflected), and nozzle over-the-wing (unattached flow). The nozzles used were a conical and a 6-tube mixer nozzle with a cold-flow nozzle pressure ratio of 2.1. A 33-cm diameter free jet was used to simulate airspeed. With the nozzle only, shock wave noise dominated the spectra in the forward quadrant, while jet mixing noise dominated in the rearward quadrant. Similar trends were observed when a wing (flaps retracted) was included. Shock noise was attenuated with an over-the-wing configuration and increased with an under-the-wing configuration (due to reflection from the wing surface). With increasing flap deflection (under-the-wing configuration), the jet-flap interaction noise exceeded the shock noise and became dominant in both quadrants. The free jet results showed that airspeed had no effect on shock noise. The free jet noise data were corrected for convective amplification to approximate flight and comparisons between the various configurations are made.

Vonglahn, U.↗

NASA NTRS1975

Acoustics of attached and partially attached flow for simplified OTW configurations with 5:1 slot nozzle

The acoustics of simple engine over-the-wing configurations, with complete and partially attached jet flow to the shielding surface were studied with scale models. The nozzle used consisted of a 5:1 slot nozzle operated at a nominal jet Mach number of 0.6, with the flow directed parallel to and at angles up to 10 deg toward the shielding surface. The flow field at the trailing edge of each nozzle/surface configuration was mapped. the results indicate that, with attached flow, the jet flow field is stretched in the flow direction resulting in locally higher velocities than those for partially attached flow or nozzle only flow. The stretching of the flow field increases the noise levels for the attached flow cases compared to those with only partially attached flow. With attached flow, the shielding benefits are substantially reduced compared with fully detached flow.

Vonglahn, U.↗