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

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

------------------------------------------------------------ This quantity comprises the court cases of the CEAS/DragNet eu Drag aid convention hung on 19-21 June 2000 in Potsdam, Germany. This convention, succeeding the ecu Fora on Laminar move know-how 1992 and 1996, was once initiated through the ecu Drag relief community (DragNet) and organised by way of DGLR lower than the auspice of CEAS. The convention addressed the hot advances in all components of drag aid examine, improvement, validation and demonstration together with laminar movement expertise, adaptive wing options, turbulent and prompted drag relief, separation keep an eye on and supersonic movement features. 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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5 % of total drag have been obtained. An A320 wing-tip turbine mock-up (see bottom-right picture) has been developed in cooperation by Airbus partners, Sundstrand and ONERA (for the aerodynamic design) but not yet tested. Integrated winglet concept, with continuous evolution of the wing-tip shape has been studied by ONERA. New concepts such as spiroYds are also envisaged. Wave drag Wave drag represents only about 3 % of the total drag but should not be negleted. Basic research has been performed at ONERA on Trailing Edge Optimisation (TEO) and the bump concept as shown on Fig.

8), and this can be done through use of turbulent boundary layer manipulators. Basic research on LEBU, and riblets has been conducted at ONERA, and on riblets at DLR. The bottom-left picture shows a riblet test performed in the T2 wind tunnel of ONERAICERT in Toulouse for a generic cylindrical shape. A more realistic wind tunnel test was conducted in SIMA wind tunnel on a A320 model (see bottom-middle picture). In Europe, a flight test demonstration was done in 1988, conducted by Daimler Chrysler Aerospace Airbus, with Airbus partners, 3M France and ONERA, where 700 m2 of the skin of an A320 were covered with rib lets (see bottom-right picture).

By blowing instead of sucking during climb/descend. • A surface or hole quality degradation effect was not experienced. • Even with the existing fin which was partially outside the specified values by means of surface tolerances the expected amount of laminarity was reached. • By measuring the fuel flow at constant aircraft conditions with and without suction, the expected drag reduction was proved. Overall, the results of the HLF Fin Flight Test evaluated so far are most promising. No severe show stopper for HLFC was found.

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