Figure 18 - Optimization (ii) Flow Stagnation Reduction
The reduction of the wing mirror drag is most likely a result of this change in flow behaviour.
Studying a plot of the surface acoustic power levels on the original geometry and the optimized design, shows a significant reduction of the presence of high acoustic power levels on the wing mirror surface (Figure 19).
Figure 19 - Optimization (ii) Contours of Surface Acoustic Power
As can be seen, the optimization effort was successful in reducing the sources of aerodynamic noise on the wing mirror, especially at the mirror housing trim and on the edges of the underside.
However, as previously stated, the Broad Band Noise Sources model is limited in its level of accuracy and for this reason the optimization efforts can only be used as an indication of the reduction in wing mirror noise. To establish more accurately the noise produced by the wing mirror, further CFD testing would be required, using unsteady flow models and more sophisticated aeroacoustic models.
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