By C. Bellastrada, C. Breitsamter (auth.), Dr. Christian Breitsamter, Prof. Dr. Boris Laschka, Dr. Hans-Joachim Heinemann, Dipl.-Ing. Reinhard Hilbig (eds.)
This quantity includes fifty nine papers provided on the thirteenth Symposium of STAB (German Aerospace Aerodynamics Association). during this organization, all these German scientists and engineers from universities, study institutions and are concerned who're doing learn and venture paintings in numerical and experimental fluid mechanics and aerodynamics, customarily for aerospace but in addition in different functions. a number of the contributions supply effects from federal and European-Union backed tasks. the quantity supplies a wide review of the continued paintings during this box in Germany. lined are move difficulties of low and high aspect-ratio wings and bluff our bodies, laminar circulate regulate and transition, hypersonic flows, transition and fluid mechanical modelling, LES and DNS, numerical simulation, aeroelasticity, measuring recommendations and propulsion flows.
Read or Download New Results in Numerical and Experimental Fluid Mechanics IV: Contributions to the 13th STAB/DGLR Symposium Munich, Germany 2002 PDF
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Extra resources for New Results in Numerical and Experimental Fluid Mechanics IV: Contributions to the 13th STAB/DGLR Symposium Munich, Germany 2002
The uncertainty due to turbulence modelling amounts to 10 lift cts. in the linear lift range and 25 lift cts. at maximum lift, if the result of the k-O) LLR model is disregarded. Among the considered models, the modified Wilcox k-ro model  yields the best agreement to the experimental data on the present grid. Yet, as indicated in Figure 2, it has to be taken into account, that the results are still considerably depending on the grid resolution. Different from the one equation model, the k0) models tend to produce unsteady solutions for the highest angle of attack of 25°.
This can be achieved with a slotted high lift system, which typically consists of three elements at least (slat, main wing, flap). Drawbacks of such a slotted multi-element flap system are mechanical complexity, weight, costs and a rather high noise level. g. reduced sweep angle). Additionally, the chord length could be increased in order to maintain the absolute wing thickness, mass and cruise performance. This would also have the beneficial effect of increasing the wing area, thus lowering W/S and helping to recover any lift loss which occurs when the slotted high lift system is replaced by a single element system.
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