The first bypass turbofan engines came into operation in the early 1970s. The need for reductions in the fuel consumption affected aircraft noise positively through reductions in the jet noise. Over the past decades, the bypass ratio of turbofan engines has continuously increased and, as a result, aircraft engine noise has decreased to a level comparable to the noise originated from the turbulent flow around the airframe for take-off and landing conditions. Although aircraft have become quieter, the number of individuals affected by the aviation growth is likely to increase. Airframe noise has been currently identified as the ultimate aircraft noise barrier and many efforts devoted to its reductions have focused specifically on landing gears and high-lift devices, which are the most relevant noise contributors. Some devices have been designed to reduce flap noise, however, not all of them have been successfully tested in a detailed large-scale flap model due to their difficult implementation in real flap side-edges. This research investigates the relationship between the parameters of a large-scale flap model at 1.50×106 Reynolds number and the physics responsible for flap side-edge noise generation, one of the most dominant sources of the airframe noise. Experimental tests were conducted in a wind-tunnel and flow-field measurements were taken by a multi-hole pitot probe and an aerodynamic balance and complemented by phased microphone array techniques towards a deeper understanding of flap side-edge noise sources and their correlations to unsteady vorticity fluctuations. Conventional beamforming and CLEAN-SC and DAMAS deconvolution methodologies provided far-field acoustic spectra estimations and noise source mapping. The model used for the tests consists of an unswept isolated flap element with representative tip details present in conventional medium-range transport aircraft. The instrumentation includes 106 steady pressure taps distributed chord-wise and span-wise and a sand trip tape to transition the laminar boundary layer. Different side-edge devices were assessed towards airframe noise reductions. A perforated side-edge treatment was also applied to the flap side-edge. Results of aerodynamic and aeroacoustic tests conducted in the LAE-1 closed circuit wind tunnel with a closed test section at the São Carlos School of Engineering - University of São Paulo (EESC-USP) at up to 40 m/s flow speeds provided specific information on the aeroacoustic and aerodynamic characterization of the dominant acoustic source mechanisms of the flap model. / Os primeiros motores turbofan com razão de desvio entraram em operação no início dos anos 70. A necessidade de reduções no consumo de combustível afetou positivamente o ruído das aeronaves através de reduções no ruído do jato. Nas últimas décadas, a razão de desvio de motores turbofan aumentou continuamente e, como resultado, o ruído do motor da aeronave diminuiu para um nível comparável ao ruído originado do fluxo turbulento ao redor do airframe para as condições de decolagem e pouso. Embora as aeronaves tenham-se tornado mais silenciosas, é provável que o número de indivíduos afetados pelo crescimento da aviação aumente. Atualmente, o ruído de airframe tem sido identificado como a barreira máxima de ruído para aeronaves e muitos esforços dedicados à sua redução se concentraram especificamente no trem de pouso e dispositivos de alta sustentação, que são os contribuidores de ruído mais relevantes. Alguns dispositivos foram projetados para reduzir o ruído do flap, no entanto, nem todos deles foram testados com sucesso em um modelo detalhado de flap de grande escala, devido a sua difícil implementação nas bordas laterais do flap real. Esta pesquisa investiga a relação entre os parâmetros de um modelo de flap de grande escala com número de Reynolds de 1.50 × 106 e a física responsável pela geração de ruído na borda lateral do flap, uma das fontes mais dominantes do ruido de airframe. Testes experimentais foram realizados em um túnel de vento e as medidas do escoamento foram tomadas por uma sonda pitot de múltiplos furos e uma balança aerodinâmica e complementadas por técnicas de antenas de microfones para um entendimento mais profundo das fontes de ruído da ponta do flap e suas correlações com flutuações instáveis de vorticidade. O beamforming convencional e as metodologias de deconvolução CLEAN-SC e DAMAS forneceram estimativas de espectros acústicos de campo distante e mapeamento de fontes de ruído. O modelo usado para os testes consiste em um elemento de flap isolado, sem enflechamento, com detalhes de ponta representativos presentes em aeronaves convencionais de transporte de médio alcance. A instrumentação inclui 106 tomadas de pressão estacionárias distribuídas na corda e na envergadura e um trip de fita de areia para fazer a transição da camada limite laminar. Diferentes dispositivos de borda lateral foram avaliados em relação às reduções de ruído de airframe. Um tratamento perfurado de borda lateral também foi aplicado à borda lateral do flap. Os resultados dos testes aerodinâmicos e aeroacústicos realizados no túnel de vento de circuito fechado LAE-1, com seção de provas fechada na Escola de Engenharia de São Carlos - Universidade de São Paulo (EESC-USP) com velocidade de fluxo de até 40 m/s forneceram informações específicas sobre a caracterização aeroacústica e aerodinâmica dos mecanismos dominantes de fonte acústica do modelo de flap.

Οι τεχνικές προσανατολισμένης λήψης έχουν μελετηθεί εκτενώς τις τελευταίες δεκαετίες, καθώς βρίσκουν εφαρμογή σε διάφορους τομείς. Ωστόσο, για σήματα ευρείας ζώνης το πρόβλημα αυτό δεν έχει διερευνηθεί διεξοδικά. Σκοπός αυτής της εργασίας είναι να αναδείξει τις δυνατότητες και τους εγγενής περιορισμούς των τεχνικών προσανατολισμένης λήψης. Στα πρώτα κεφάλαια παρουσιάζονται οι θεμελιώδεις έννοιες της επεξεργασίας σημάτων σε διατάξεις μικροφώνων και οι πιο ευρέως χρησιμοποιούμενες τεχνικές προσανατολισμένης λήψης. Στο τελευταίο κεφάλαιο πραγματοποιούνται εξοικειώσεις πραγματικών ακουστικών συνθηκών σύμφωνα με το πρότυπο ETSI EG 202 396. Το μη-ανηχοϊκό μοντέλο υιοθετείται και πραγματικά ακουστικά σήματα λαμβάνονται από γραμμικές διατάξεις μικροφώνων. Ακόμη, η τεχνική ημίτονου εκθετικής σάρωσης χρησιμοποιείται για την εκτίμηση της κρουστικής απόκρισης των Ν-ακουστικών καναλιών. Τέλος, το μοντέλο 3-QUEST χρησιμοποιείται για την μέτρηση της ποιότητας ομιλίας σε θορυβώδη περιβάλλοντα. / Beamforming techniques have been studied extensively due to its applications in various areas. However, most of the efforts have been focused on the narrowband case. For wideband signals, this problem has not been thoroughly investigated. This thesis aims is to highlight potentials and the limitations of the conventional beamforming techniques. In the first chapters, the fundamental array processing theory and the most widely used beamforming techniques are presented. In the last chapter, different real-world acoustic scenarios are simulated according to ETSI EG 202 396-3 standard. In the simulations, the reverberant model is assumed and real audio signals are captured by a linear microphone array. The coefficients of the spatial filter are computed with the MVDR criterion. Moreover, acoustic impulse responses measurements are presented and performed for the construction of the steering vector. The speech quality in presence of background noise is measured by the 3-QUEST model.