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D'une man1 ulO" tren t c degradee e auaiites de vol. gherale. les quali cune caracteristique wage naturel que ce is de "01 ,'est plus e observee nvec les formes artificielles. Les objectifs definls en 5.2.4 sont donc atteints. 7.- BIWN DES ESSAIS La campagne de certification de 1'ATR 72 en givrage a necessite : - 25, vols yeprksentant 47 heures POUP les essais avec formes artificielles. - 11 vols representant 35 heures pour les essais en givrage naturel. soit au total 36 "01s representant 82 heures. I1 convient cependant de remarquer ce qui suit : Vols avec formes artificielles. Un important tcevail de mise BU point des gknerateurs de tourbillons de voilure et d'optimisatian du seuii de declenchement du stick pusher ont 6th rendus necessaires pour ameliocer le comportement de l'avion a m hautes incidences. Ce travail ne peut Btre impute ti l'application de 1'AMJ. il represente 21 heures de "01. Vols en givraKe naturel. Un certain nombre d'heures ont du Btre cansacrees B la recherche. quelquefois infructueuse. de conditions givrantes valables. Ainsi qu'am essais de certification des SystBmes antigivragefdhgivrage equipant l'avion. Ces heures ne peuvent egalement pas Btre imputees a 1'AMJ. elles representent environ 25 heures. Finalement I'application de 1'AMJ entrainerait un surplus d'environ 25 heures de "01 avec formes artificielles et 10 heures en givrage naturel soit approximativement 35 heures all total. Cette quantite est raisonnable eu hgard au coat total d'un programme de certification complet (entre 1000 et 1200 heures de voi). surtout si on cansidere l'ameliorntion importante de securite que les essais correspondants apportent.
8.- APPLICATION DE L'AW A D'AUTRES AVIONS A titre experimental. 1'AMJ a et6 appliquee sur un autre avion : le FOKKER 21 ARAT (Avian de Recherche Atmospherique et de Teledetection). 11 s'agit d'un avion FOKKER 27 madifie Par ad jonction : - D'une perche de nez porte capteurs (a, B. PP). - D'une CouPonne de capteurs autouc du Fuselage avant. - De points d'emports de capteurs sous voilure Ces modifications Sont destinees a des mesupes au profit de divers organismes : - Institut CBographique National - Institut National des Sciences de 1'Univers. - Groupe de TBlBd6tection Aerienne. Les principales conclusions qui one et6 tirdes de cette etude sont les suivantes : - Les essais de performances confirment l'influence notable des formes de givre sur les vitesses de decrochages (CF figure no 9). Y P I 4-7
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 14 and 15: 3-6 dimensions, fuel temperature pr
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 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
Page 64 and 65: I v. Fig. 16 Surface oil flow simul
Page 67 and 68: ABSTRACT EFFECTS OF FROST ON WING A
Page 69 and 70: sheets originating at the separatio
Page 71 and 72: 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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