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6- IO 1.2 1.15 Ec 1.1 1.05 1 A340 Coefficient de captation au niveau des sondes en fonction du diamdtre des gouttelettes d'eau 1 ......... , 0 5 10 15 20 25 30 35 40 45 50 Diametre des gouttes (microns) Figure 7 - Evolution du coefficient de concentration avec le diamtYre des gouttes deau pour l'A340 Vitesse aerodynamique Coefficient de concentration Ec 0 4 de Gouttes faible diametre Zones d'ombre Zone de Surconcentration d'eau Zone de Surconcentration d'eau de fort diametre A Distance a la paroi e d'ombre Figure 8 - Evolution schematique du coeKicient de concentration avec la distance a la paroi - Sonde
2.5 2 Ec 1.5 1 0.5 __c_/ ATR 72 Coefficient de captation au niveau des thoins en fonction du diametre des gouttelettes d'eau : TBmoin pare-brise; 0 5 io 15 20 25 30 35 40 45 50 Diametre des gouttes (microns) Cas de vol Max Cruise Figure 9 - Evolution du coemcient de concentration avec le diametre des gouttes deau pour I'ATR Figure 10, - Grllle de trajectoires de gouttes et coemcient de concentration au niveau du tkmoin. lateral de I'ATR 6-11
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 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 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
Page 78 and 79: LWC liquid water content, g/m3 MVD
Page 80 and 81: Powered Force Model The Sikorsky PF
Page 82 and 83: Total pressure Johnson-Williams Liq
Page 84 and 85: ange tested there is no statistical
Page 86 and 87: 9-14 rotor diameter. To minimize sc
Page 88 and 89: 9-16 FIGURE 2. ~ FIGURE 1. - OH-58
Page 90 and 91: FIGURE 5. - SIKORSKY PFB ROTOR HEAD
Page 92 and 93: 2100 RPM 075 = 20 31.3 Ws i = z MlN
Page 94 and 95: 2100 RPM 7 = 2 MIN 15 p 31.3 pl/i -
Page 96 and 97: 9-24 i i i i t i I I FIGURE 19. - E
Page 99 and 100:
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
Page 238 and 239:
1 The FDP organized this meeting to
Page 240:
aGam NATO @ OTAN 7 RUE ANCELLE 9220
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