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1-8 3 TABLE I - DIGITAL FLIGHT WCORDS FROM AIRLINE ENCOUNTERS WITH SEVERE ATMOSPHERIC DISTURBANCES RATE 611 5 11/75 418 1 7/82 10183 11/83 1/85 2/85 U85 8/85 8/85 11/85 3/86 4/86 7/86 9/87 11/87 1/88 3/88 ,!aaAEC LlOll DClO DClO DClO DClO LlOll B747 B747 B747SP LlOIl MD80 B747 B747 DClO A300 LlOl! A310 0767 B767 JFK, NY Calgary, Canada Hannibal, MO Morton. WY Near Bermuda Offshore SC Over Greenland Over Greenland Offshore CA DallasiFt.Worlh, TX Dallas/Ft.WorIh, TX Over Greenland Offshore Hawaii Jamestown, NY West Palm Beach, FL Near Bermuda Near Bermuda Chicago, IL Cimarron, NM OPERATlON Go-around 33,000' 37,000' 39,000' 37,000' 37,000' 33.000' 33,000' 41.000' Landing Go-around 33,000' 33,000' 40,000' 20,000' 31,000' 33.000' 25.000' 33.000' FROM PAPER 3 WINGROVE BACH SCHULTZ . USA 4 (a) HIGH-ALTITUDE TURBULENCE W (b) LOW-LEVEL MICROBURST Figure 1. Two types of severe atmospheric disturbances. lx."ME Microburst, Clear air turbulence Clear air turbulence Clear air turbulence Convective turbulence Clear air turbulence Clear air turbulence Clear air turbulence Wind shear Minoburst Microburst Clear air turbulence Clear air turbulence Wind shear Convective turbulence Convective turbulence Convective turbulence Convective turbulence Clear air turbulence FROM PAPER 3 WINGROVE BACR SCHULTZ . USA
5 (81 HANNIBAL. MO. APRIL lbl MORTON, WY. JULY 37,000 11. 39.000 11. lcl SOUTH CAROLINA, NOVEMBER [dl CALGARY, NOVEM8ER 37.000 11. 33.000 11. Figure 4. Overview'of seven: turbulence encounters a1 cmisc altitudes. FROM PAPER 3 WINGROVE BACK SCHULTZ.. USA NOVEMBER -70 -50 -30 TEMPERATURE,% : (dl CALGARY, NOVEMBER -70 -50 -30 TEMPERATURE.% FROM PAPER 3 HINGROVE BACH SCHULTZ . USA
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 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 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
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7-8 9 9 0 *1 I n I n I 9 N 9 N I I
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y” - , , , - ,0.00.2 0.4 0.6 0.8
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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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