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- Les formes artificielles constituent une - Les essai-s de recoupement en givrage nature1 enveloppe realiste des accretions naturelles sont indispensables et permettent notwent de givre. d'avoir une idee de l'influence du givre SUP la trainee (CF fiwuce no 10 evolution de la - Sur cet avion les qualites de vol sent vitesse Vp stabilisee en palier A is0 faiblement affectees PBP le givrage. 9,- CONCLUSION Les essais effect"& SUP deux avians comparables du point de vue de la motorisation et des commandes de vol mais assez differents du point de vue des formes exterieuces tendent a prouvep que 1'AMJ 25-1419 est bien adaptee BUX avions du type Commuter. Bien que les textes correspondant ne sont pas formellement approuves a l'heure actuelle au niveau des instances JAA. son application B des avions =omme le JETSTREAM 4100. le SAAB 2000. le DORNIFA 328 de meme que l'A330 et l'A340 est envisagee sous forme de conditions speciales. Elle contient en et'fet suffisamment d'Bli.ments qui peuvent i-tre transposes sans difficulte des Commuters aux Jets. Bien entendu il est necessaire de tenir compte des paPticularites de ces derniers et plus specinlement des systemes de protection en incidence. Dans l'esprit de ses auteurs 1'AM.I 25-1419 represente une exigence susceptible d'apporter une meilleure garantie de sBcurit6 du vol en conditions givrantes puissance en fonction de la quatit6 de glace accumulee).
1, - MAXIMIM CONTINU DEFINITION DES CONDITIONS MAXIMUM CONTINU ET MAXIMUM INTERMllTENT (ANNEXE C DES REGLEMENTS JAR 25 ET FAR 25) Altitude Pression : 2.- WINJM INTERMITTENT 0 i 7.0 s 22 000 feet Temperature ext6rieure : - 30 5 ~a i o'c Ktendue verticale mimum du nllage : 6 500 feet Etendue horlzontale maximum du nuage : 17.4 NM Altitude Presslan ' 4 000 i zp 5 22 000 feet Tentpepatwe exterieure : - 30 I ~a I o'c Ktendue hortzontale maximum du nuage 2.6 NM Dlametre effectif moyen des gouttelettes : Diametre effectlf myen des gouttelettes . 15 % j4 5 50 mlcmns 15 i p i 40 mlcmns Concentration en ea" . 0.05 i C i 0.8 g/d 1.- FORMES DECOLLAGE (~es &tat inoperants). 2 = Oft SAT = -4'C C = 0.5j glm3 Concentratlo" en eau 0.15 i C.5 2.9 g/m3 CONDITIONS DE CALCUL DES FORMES ARTlFlClELLES DE GlVRE SUR ATR 72 diametre des gouttelettes = 20p VC = 81 k t (LREI = 1~ pendant ot = 60 sec VC i 126 kt am = 7' pendant bt = 120 sec 2.- FOWS CROISIERE 2.1 Parties no" Dmt6K6eS systems de protection zp = 15000 ft SAT = -12OC diametre des gouttelettes = 2Op vc cmiei6re max 230 kt c = 0.38 g/m3 2.2 Partie DmteKCeS ot = 35 mn (e = 3in ma) zp i 15000 ft SAT = -2O'C diametre des gOutteletteS = 20p VC croisiere max 230 kt ~aximum intermittent c = 1.7 gr/m3 ot = 34 sec ~aximum continu ot = 146 sec c = 0.2 gr/m3 3 ~ - CAS DE PA"E L ~ S conditions smt les memes que pour Ies parties "on protegees en cmisiere main plur un temps d'exposition moitie ot = 17 mn. 4.- FOMIES "PUSH OVERS" sur parties prot&g&es. Configuration atterrissage VC i 90 kt Zp i 5000 ft Diametre des gouttelettes ZOp Maximum intermittent C = 2.42 g/m3 5, - RUGOSITE DES FORMES ot = 60 sec SAT = - 4.C pour les accumulations impartantes (e = 3i") : hauteur des grains 3 mm dewit6 a a 10 par cm2 pour les accumulations faibles (e < 5 mn): hauteur des grains 1 mm densit6 a A io pap CG 4-9
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 22 and 23: D'une man1 ulO" tren t c degradee e
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
Page 73 and 74: mom ec C, - 0.W7 0.m1 0.0053 0.W9 0
Page 75:
- "" 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
Page 131:
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
Page 238 and 239:
1 The FDP organized this meeting to
Page 240:
aGam NATO @ OTAN 7 RUE ANCELLE 9220
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