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3-6 dimensions, fuel temperature profiles. The accuracy of the fuel holdup is not as good as that of the fuel temperature because holdup was shown to be a somewhat random phenomenon. The model is currently used to predict the effect of higher freeze point fuels on naval aircraft mission performance. A second danger of the cold fuel is due to the presence of water dissolved in the fuel. This water under the form of ice crystals can block the filters, the fuel control and change the flow passages in the heat exchanger air-fuel. Mr Garnier of SNECMA (23) explained the mathematical model based on a heat balance oil-fuel to predict the fuel temperature during the take-off phase and cruise flight. This model was verified on a test bench built at SNECMA to verify the model and on an aircraft equipped with four CFM-56, that was put in the climatic chamber of EGLIN (Florida) where the temperature was lowered to between -21OC and -54-C. 1. 2. 3. 4. 5. 6. 7. a. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Low Temperature Environment Operation of Turbo Engines - Hilitary Operator‘s Experience & requirements by Summerton Fighter Operations in the Far North by A.L.Smith. Analyse des Problemes de Demarrage par Temps Froid avec les Turbomoteurs d’Melicopt&re de type ASTAZOU par W.Pieters. Avions d’Affaires Hystere-FALCON - Experience Operatiannelle par Temps Froid par C.Domenc. Vulnerability of a Small Powerplant to Wet Snow Conditions by R.Meijn. Ice Tolerant Engine Inlet Screens for CH133/113A Search h Rescue Helicopters by R.Jones and P.K.Scott. Cold Starting Small Gas Turhines - An Overview by C.Rodgers. Cold Start Optimization on a Hilitary Jet Engine hy H.Gruber. Cold Weather Ignition Characteristics of Advanced Gas Turbine Combustion Systems by S.Sampath and 1.Critchley. Cold Weather Jet Engine Starting Stra- tegies Hade Possible by Engine Digital Control Systems by R.C.Wibbelsman. Cold Start Investigation of an APU with Annular Combustor and Fuel Vaporizers by K.H.Collin. Control System Design Considerations for Starting Turbo-Engines during Cold Weather Operation by R.Pollak. Cold Start Development of Hodern Small Gas Turbine Enaines at PWC by D.Sreitman and F.Yeung Design Considerations based upon Low Temperature Starting Tests an Hilitary Aircraft Turbo-Engines by M.-F.Feig. Climatic Considerations in the Life Cycle Hanagement of the CF-18 Engine by R.YI.Cue and D.E.Muir. Application of a Water Droplet Trajec- tory Prediction Code to the Design of Inlet Particle Separator Anti-Icing Systems by D.L.llann and S.C.Tan. Captation de Glace sur Une AUbQ de Prerotation d’Entr6e d’Air par R. Henry et D. Guffond. Development of an Anti-Icing System for CONTENTS OF THE 76th SYHPOSIUM Fuel at cold temperature can also impact the engines’ starting capabilities. This is due to the low vapour pressure and the low viscosity. The droplet mean diameter increases and the fuel evaporation rate is inversely proportionate to the square of the droplet size (7,9,22). Figure 29 shows that the minimum fuel air ratio for ignition has to be increased with higher viscosity, thus lower fuel temperature. Three papers: GE (lo), APU for the Tornado (11) and PW (12) explain the improvements in the starting capabilities with new fuel control schedules related to the ambient conditions. The flame propagation model in heterogeneous phase must take into account the droplet diameters and droplet distribution, the temperatures and pressures, the fuel air ratio, the evaporation and the turbulence. In paper (24) this flame propagation is studied in the case of a multicomponent fuel to compare it with the case of a single component idealization. the T800-LHT-800 Turboshaft Engine by G.V.Bianchini. 19. Engine Icing Criticality Assessment by E.Brook. 20. fce Ingestion Experience on a Small Turboprop Engine by L.W.Blair, R.L.Miller and D.J.Tapparo. 21. Fuels and Oils as Factors in the Operation of Aero Gas Turbine Engines at Low Temperatures by G.L.Batchelor. 22. The Effect of Fuel Properties and Atomization on Low Temperature Ignition in Gas Turbine Combustors by D.W.Naegeli, L.G.Dodge and C.A.Moses. 23. Givrage des Circuits de Carburant des Turhoreacteurs par F. Garnier. 24. The Influence of Fuel Characteristics on Heterogeneous Flame Propagation by M.F.Bardan, J.E.D.Gauthier and V.K.Rao. 25. The Development of a Computational Hodel to Predict Low Temperature Fuel Flow Phenomena hy R.A.Kamin, C.J.Nowack and B.A.Olmstead. 28. Environmental Icing Testing at the Naval Air Propulsion Center by W.H.Reardon and V.J.Truglio. 29. Icing Research Related to Engine Icing Characteristics by S.J.Riley. 30. Hodelisation Numerique de l‘lvolution d’un Nuage de Gouttelettes d’Eau en surfusion dans un Caisson Givrant par P.Creismeas et J.Courquet. 31. Icing Test Capabilities for Aircraft Propulsion Systems at the Arnold Engineering Development Center by C.S.Bartlett, J.R.Moore, N.S.Weinberg and T.D.Garcetson. 32. Icing Test programmes and Techniques by E.Carr and D.Woodhouse. 33. Documentation of Vertical h Horizontal Aircraft Soundings of Icing Relevant Cloudphysical Parameters by H.E.Hoffman 34. Developments in Icing Test Techniques for Aerospace Applications in the RAS Pyestock Altitude Test Facility by M.Holmes, V. E. W. Garrat and R.G. T. Drage. 35. Entree d’air d’HelicoptSres: Protection pour le vol en Conditions Neigeuses ou Givrantes par X.de la Servette et P. Cabrit.
Fig 1: Positions and fields of view of cameras mounted in the air intake duct BLEEDIBYPASS DOOR , NO. 2 RAMP NO. 3 RAMP RAMPS LOWERED IHIGH MACH CONDITION1 NO. 2 RAMP BLEEDIBYPASS DOOR NO. 3 RAMP RAMPS STOWED [LOW MACH CONDITION1 Fig 2: Engine inlet duct F 14 Fig 3: Installation ice accretion on CT7 Turboprop / Dischargelo / IPSwenge , // war / / f / Fig 4: Inlet Particle Separator system (IPS) Airflow 20% of Chord point IPS scavengevane cross-senion TE90-2187 Fig 5: Required ice free surfaces Fig 6: Preliminary Flight Rating anti-ice thermal survey instrumentation
Page 1: I” AGARD-CP-496 K U 3 ADVISORY GR
Page 4 and 5: The Mission of AGAlRD According to
Page 6 and 7: 1-4 the stall protection and the "A
Page 8 and 9: 1-8 3 TABLE I - DIGITAL FLIGHT WCOR
Page 10 and 11: 1-20 27 CALCULATED CWAR I SON EXPER
Page 12 and 13: 3-4 effect on ice types similar to
Page 16 and 17: 8-E
Page 18 and 19: 3-12 .S~)eciIy Tank Dimensions _1 S
Page 20 and 21: I 1 Les avions peuvent Btre plus ou
Page 22 and 23: D'une man1 ulO" tren t c degradee e
Page 24 and 25: - Les formes artificielles constitu
Page 27 and 28: Summary ICING SIMULATION A SURVEY O
Page 29 and 30: It is difticult to establish any cl
Page 31 and 32: Potap~zUk3~ has used the ARC2D code
Page 33 and 34: Altitude test facilities provide th
Page 35 and 36: 59) Mikkelsen, K., Juhasz, N., Rana
Page 37 and 38: EZ-S
Page 39: Test Prediction 0 20 40 60 Icing ti
Page 42 and 43: 6-4 - la longueur de la ligne de co
Page 44 and 45: Visualisation de l%volution du coef
Page 46 and 47: 6-8 Maillaae A340 1 Figure 3 - Mail
Page 48 and 49: 6- IO 1.2 1.15 Ec 1.1 1.05 1 A340 C
Page 50 and 51: 6-12 I Figure 11 - Comparalson pour
Page 52 and 53: Initial research on development of
Page 54 and 55: 1-4 Further details regarding the e
Page 56 and 57: predictions of the vortical spanwis
Page 58 and 59: 7-8 9 9 0 *1 I n I n I 9 N 9 N I I
Page 60 and 61: y” - , , , - ,0.00.2 0.4 0.6 0.8
Page 62 and 63: 0 n- , I 9 , N N 1 27 'Z SPAN 42 %S
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I v. Fig. 16 Surface oil flow simul
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ABSTRACT EFFECTS OF FROST ON WING A
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sheets originating at the separatio
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The present boundary-layer calculat
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mom ec C, - 0.W7 0.m1 0.0053 0.W9 0
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- "" 4 - 2 - - f '\ - '\ 2D.VARIOUS
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LWC liquid water content, g/m3 MVD
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Powered Force Model The Sikorsky PF
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Total pressure Johnson-Williams Liq
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ange tested there is no statistical
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9-14 rotor diameter. To minimize sc
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9-16 FIGURE 2. ~ FIGURE 1. - OH-58
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FIGURE 5. - SIKORSKY PFB ROTOR HEAD
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2100 RPM 075 = 20 31.3 Ws i = z MlN
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2100 RPM 7 = 2 MIN 15 p 31.3 pl/i -
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9-24 i i i i t i I I FIGURE 19. - E
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S W Y A REVIEW OF ICING RESEARCH AT
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at the surface and at internal posi
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and the temperature and cloud liqui
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drag coefficient with ambient tempe
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9. Flemming, R.J.; Lednicer, D.A.:
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(I io' c1.4' .=8' NK.4 0012 RAE 964
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Figure 13. Comparison of drag coeff
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Pi 4, d 50 1 do Time. sec - Theory
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~ I ! ! I ! ! contaminated. Figure
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esulting from slipstream interactio
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2) The magnitude of the loss of max
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WING-PROPELLER MODEL WITH DISTRIBUT
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2 u J Y 1. 1. 1. 1. 0. 0. 0. 0. -0.
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1. ALPHA 1. I I -b- 1. 1. i Y 0. E
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E Y 1.6 t FIGURE 8 0.1 0.0 -0.0 -0.
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J Y 1. 1. 1. 1. 0. 0. 0. 0. A MEDIU
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CHORD FORCE C, DRAG Cg CLEAN CALCUL
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12-2 (roughness). As can be seen fr
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12-4 discrete leading-edge roughnes
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12-6 installation is shown in Figur
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12-x margin to stall as a function
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13-2 2.0 Windtunnel tests 2.1 FFA W
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13-4 Finallv a take-off was simulat
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13-6 Relative loss of maximum lin C
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0 -5 Peak DE ai rotation -1 5 ~ . ~
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Prcparation of the Ice Certificatio
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14-4 sting at Pratt EU Whitney to v
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14-6 A CFD analysis was undertaken
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- 0 X I + C z 5 r 5 r , . . . '-0.2
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14-11)
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14-12 Figure 20: Flight Cond. Climb
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14-14 I8 18 18 30 3 30 - Figure 29:
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intensity, short-duration rainfall,
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In 1985, Kisielewski (ref 16) perfo
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immersed in rain to achieve a stead
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test conditions. The two sets of da
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15-10 21 22 23 24 25 26 Tunnel via
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Figure 10 - Photograph of 64-210 mo
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Angle of attack for max lift, deg 2
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16-2 Although quantification of the
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16-4 In order to eliminate the capa
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The same cable configuration and Da
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0. c 0 0 FIG.l.- CONDUCTANCE MEASUR
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16-10 / -*- FIG.6.- CALIBRATION UNI
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Y 5.e 4 e 3 8 2 E I E B E . .. .I .
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16-14 0.4 . 0 1 2 3 4 5 t (Sl - -RF
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17-2 force, normal force and pitchi
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17-4 Simulated rainfall rates of 50
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WATER SUPPLY PIPE FROM SPRAY CONTRO
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17-8 2.75 2.50 - m 100 mmlhr MODEL
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17-10 3.00 2.75 2.50 - 2.25 - CL 2.
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IX-2 thinning properties, should fl
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18-4 knots and a pitch-up angle of
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18-6 define a limit curve, below wh
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IX-8 Fig. 2 5.0 4.0 3.0 2.0 1.0 0 D
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AXIN. FORCE BALANCE ONT NORUAL BALA
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18-12 7 I a) Initial wave formation
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18-14 2.4 2.0 1.6 1.2 , 4.9" 4 VKI
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Fig. 14 14 - VKI/AEA Phase 3 12 _Vi
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I E E 24 I 2 20 w z 11 v - 16 z + S
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18-20 - 14 H 12 Y 10 in 0 H z w la
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19-2 low viscosity throughout the n
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19-4 I , -30 -11 -10 Temperature, '
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Fipm 14. Lfi LosslBos,idor? Layo- D
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Tunnel lnvestigarion of Aerodynamic
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RTL-2 extended. The paint that he m
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RTD-4 Another paper in that group w
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1. Recipient’s Reference 2. Origi
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1 The FDP organized this meeting to
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aGam NATO @ OTAN 7 RUE ANCELLE 9220
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