Download Aerodynamic Drag Reduction Technologies: Proceedings of the by Dietrich Knörzer (auth.), Prof. Dr.-Ing. Peter Thiede (eds.) PDF

By Dietrich Knörzer (auth.), Prof. Dr.-Ing. Peter Thiede (eds.)

------------------------------------------------------------ This quantity comprises the complaints of the CEAS/DragNet ecu Drag aid convention hung on 19-21 June 2000 in Potsdam, Germany. This convention, succeeding the eu Fora on Laminar move expertise 1992 and 1996, used to be initiated through the eu Drag aid community (DragNet) and organised by way of DGLR less than the auspice of CEAS. The convention addressed the new advances in all parts of drag relief study, improvement, validation and demonstration together with laminar circulation expertise, adaptive wing options, turbulent and precipitated drag relief, separation keep an eye on and supersonic movement elements. This quantity which includes greater than forty convention papers is of specific curiosity to engineers, scientists and scholars operating within the aeronautics undefined, study institutions or academia.

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Additional resources for Aerodynamic Drag Reduction Technologies: Proceedings of the CEAS/DragNet European Drag Reduction Conference, 19–21 June 2000, Potsdam, Germany

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Operational in-service flight tests on an airline aircraft for about a year as the final proof of concept The first topic is partially covered in the European programme "Application of Laminar flow Technology on Transport Aircraft ALTTA". In that programme, mainly structural aspects are covered, leading to an HLF fin mock-up with a new structure. Furthermore, inputs will come from flight tests on a Saab 340 and on a Dornier 228 within the EC programme "Hybrid Laminar Flow Technology HYL TEC", where advanced system and de-/anti - contamination concepts are under investigation.

The Airbus Industrie A31 0 was selected as the baseline aircraft for this task. The aerodynamic design of HLFC systems focuses on two issues: where to apply suction, and how much suction to apply. In earlier HLFC programmes, the suction region was limited to the area forward of the front spar, so as to minimise impact on wing structure and fuel volume, and suction rates had to be flexible to aid in the learning process. With the maturing of HLFC technology, the answers and indeed the questions have become more sophisticated.

Overall, 35 valves, 135 pressure tappings and 34 temperature sensors are managed by a PC based computer system. The systems for a flight experiment such as this are more complex than would be used for production systems because it is desirable to make the arrangement as flexible as possible, giving a range of operating flow and pressures, rather than the single point operation that would be more suitable for production aircraft. In addition, extensive instrumentation is required for the flight test.

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