By Dietrich Knörzer (auth.), Prof. Dr.-Ing. Peter Thiede (eds.)
------------------------------------------------------------ This quantity includes 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 circulation expertise 1992 and 1996, used to be initiated by means of the ecu Drag relief 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 examine, improvement, validation and demonstration together with laminar circulate know-how, adaptive wing ideas, turbulent and brought on drag relief, separation keep an eye on and supersonic circulation points. 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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Extra resources for Aerodynamic Drag Reduction Technologies: Proceedings of the CEAS/DragNet European Drag Reduction Conference, 19–21 June 2000, Potsdam, Germany
Let us hope together that taking at least the first steps of this approach will be beneficial to the particular challenge of drag reduction. 27 Session 2 Achievements of Technology Demonstration Airbus A 320 HLF Fin Flight Tests R. Henke EADS Airbus GmbH D-28183 Bremen Germany During the presentation of this paper in the 1st European DragNet Conference in Potsdamm 2000, the video about this programme has been presented, called "A Nose Ahead". Introduction Today it is often discussed whether the performance of a modem transport aircraft in the IJsual wing-body configuration can be further increased at all, or whether its curve over time has reached an asymptotic stadium.
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.
The main purpose of this fairing is to provide the thermal insulation necessary for infra-red boundary layer visualisation. However, it is also a requirement for the test that the wing would be naturally turbulent, with a laminar boundary layer existing only when the leading edge systems were working effectively, and this is achieved with the modified profile. Front Figure 7: Aerofoil Profile Modification 5. ENERGY SOURCES Energy sources are required for boundary layer suction, thermal anti-icing, liquid foaming, instrumentation and control systems.
Aerodynamic Drag Reduction Technologies: Proceedings of the CEAS/DragNet European Drag Reduction Conference, 19–21 June 2000, Potsdam, Germany by Dietrich Knörzer (auth.), Prof. Dr.-Ing. Peter Thiede (eds.)