In aero engines, noise absorption is realised by acoustic liners, e.g., Helmholtz resonator (HR) liners, which often absorb sound only in a narrow frequency range. Due to developments of new engine generations, an improvement of overall acoustic damping performance and in particular more broadband noise absorption is required. In this paper, a new approach to increase the bandwidth of noise absorption for HR liners is presented. By replacing rigid cell walls in the liner’s honeycomb core structure by flexible polymer films, additional acoustic energy is dissipated. A manufacturing technology for square honeycomb cores with partially flexible walls is described. Samples with different flexible wall materials were fabricated and tested. The acoustic measurements show more broadband sound absorption compared to a reference liner with rigid walls due to acoustic-structural interaction. Manufacturing-related parameters are found to have a strong influence on the resulting vibration behaviour of the polymer films, and therefore on the acoustic performance. For future use, detailed investigations to ensure the liner segments compliance with technical, environmental, and life-cycle requirements are needed. However, the results of this study show the potential of this novel liner concept for noise reduction in future aero-engines.

We investigate spatial and temporal cross-correlations between streamwise and normal velocity components in three shear flows: a low-dimensional model for vortex–streak interactions, direct numerical simulations for a nearly homogeneous shear flow and experimental data for a turbulent boundary layer. Driving of streamwise streaks by streamwise vortices gives rise to a temporal asymmetry in the short-time correlation. Close to the wall or the bounding surface in the free-slip situations, this asymmetry is identified. Further away from the boundaries the asymmetry becomes weaker and changes character, indicating the prevalence of other processes. The systematic variation of the asymmetry measure may be used as a complementary indicator to separate different layers in turbulent shear flows. The location of the extrema at different streamwise displacements can be used to read off the mean advection speed; it differs from the mean streamwise velocity because of asymmetries in the normal extent of the structures.