By Dietrich Knörzer (auth.), Prof. Dr.-Ing. Peter Thiede (eds.)
------------------------------------------------------------ This quantity comprises the court cases of the CEAS/DragNet eu Drag relief convention hung on 19-21 June 2000 in Potsdam, Germany. This convention, succeeding the eu Fora on Laminar circulate expertise 1992 and 1996, was once initiated through the ecu Drag relief community (DragNet) and organised through DGLR below the auspice of CEAS. The convention addressed the hot advances in all parts of drag relief study, improvement, validation and demonstration together with laminar movement know-how, adaptive wing strategies, turbulent and precipitated drag relief, separation regulate and supersonic circulate points. This quantity which contains 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
One test, using a SAAB 2000 aircraft will gain airline service experience of a range of porous surfaces both with and without insect contamination protection, whilst the other test on a Do 228 will explore the operating performance of various combinations of suction, ice protection and insect contamination protection systems. This paper reviews the concept, design and construction of the Leading Edge for the HYLTEC D0228 systems flight test experiment. The layout of the leading edge required careful consideration because the intent is to evaluate two alternate approaches to the contamination control problem.
A more sophisticated approach is to vary the suction rate and to examine the movement of transition: as the mean suction velocity increases, the transition mechanism changes suddenly from CF-induced to TS-induced, much further aft on the wing. This leads to a recommended suction rate which is just sufficient to push transition aft to the mid-chord region. Figure 3 shows how, with a transition N-factor of 9, this can be achieved with much less suction (about half) than that required for the complete stabilisation of CF modes.
Basic research -- Theory Numerical simulation ___Experiments _ -- J I ;J Wind tunnel Validation Flight test ~ Demonstratio~ ~ Industry --- Complete cost I benefit ~analysis Fig. 5 - Methodology. Skin friction drag We have seen that skin friction drag (Fig. 6) represents about 50 % of total drag and hence offers a strong potential of improvement. One solution is to try to achieve a significant laminar flow extent. It is the NLF (Natural Laminar Flow concept), which is applicable to small size aircraft, such as regional aircraft and business jets.