Airbus Deutschland Gmbh

Airbus Operations Gmbh

Daimlerchrysler Aerospace Airbus Gmbh

Detlev Schwetzler

Peter May

Damien Lejeau

Axel Flaig

Ulrich Stache, Deceased

Petra Aumann

An engine nacelle of an aircraft, which engine nacelle on one side comprises several fin-shaped vortex generators so that with an increase in the angle of attack, to improve maximum lift, the field of vorticity generated by said vortex generators overall extends over an increasing region of the wing in the direction of the wingspan, with the first vortex generator being located within a positioning corridor situated between two boundary lines, wherein: the starting point of the first boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=35 degrees and the engine-nacelle longitudinal coordinate X=L/4; the end point of the first boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=25 degrees and the engine-nacelle longitudinal coordinate X=L&#xb7;&#x2154;; the starting point of the second boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=90 degrees and the engine-nacelle longitudinal coordinate X=L/4; the end point of the second boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=55 degrees and the engine-nacelle longitudinal coordinate X=L&#xb7;&#x2154;.

Engine nacelle of an aircraft comprising a vortex generator arrangement

An engine pod for an aircraft has one side which features several fin-shaped vortex generators such that the overall vorticity field generated by the vortex generators extends over an increasing airfoil area in the wingspan direction as the angle of attack increases. The first vortex generator lies within a positioning corridor that is situated between two boundary lines. The origin and end points, respectively, of the first boundary line are the points on the circumference of the engine pod with the circumferential engine pod angle phi=35 degrees and 25 degrees and the longitudinal engine pod coordinate X=L/4 and L&#xb7;&#x2154;. The origin and end points, respectively, of the second boundary line are the points on the circumference of the engine pod with the circumferential engine pod angle phi=90 degrees and 55 degrees and the longitudinal engine pod coordinate X=L/4 and L&#xb7;&#x2154;.

Engine pod for an aircraft with a vortex generator arrangement

The present application describes to a deflection device, for example, for a blunt stream body. The deflection device has an edge, which, for example, can be mounted to the stream body. In an advantageous manner, the deflection device allows an influencing of the slipstream in such a way that turbulences, which are connected with the slipstream and form downstream of blunt stream bodies, have as little influence as possible on the dragged object in order to avoid the formation of building-up motions of the dragged object, which lead to instabilities.

Deflection device for a stream body

A method for improving the precision of wind tunnel measurements provides a correction to reduce the influence of a suspension device. A model, such as an aircraft model, is held by the suspension device in a wind tunnel and has multiple suspension wires. By attaching one or more sleeves to each suspension wire, a plurality of measurements with identical model configuration are capable of providing data for extrapolating corrected measurement values for a plurality of aerodynamic characteristic variables measurable in a wind tunnel. Examples of sleeves include a slit along the sleeve length and an inner diameter of the sleeves selected such that the sleeve is capable of being pressed onto and removed from a suspension wire or a sleeve of lesser outer diameter.

Method and device for improving accuracy of wind tunnel measurements, particularly for correcting the influence of a mounting device

An auxiliary flap is movably arranged on a planar trailing edge of an aerodynamic element such as a wing, rudder, stabilizer, or flap. The auxiliary flap is rotatable and/or slidable relative to the aerodynamic element, to move selectively into three positions. In a first position, a free edge of the auxiliary flap protrudes into an airflow boundary layer on one side of the aerodynamic element, to decrease lift. In a second position, a free edge of the aerodynamic element protrudes into an airflow boundary layer on the other side of the aerodynamic element, to increase lift. In a third neutral position, the auxiliary element does not protrude into either boundary layer, so as not to influence lift. The auxiliary flap is simple and rapidly acting. The flap protrudes substantially perpendicularly into the boundary layer flow. The auxiliary flap has a planar plate shape.

Flap arrangement for varying the aerodynamic lift generated by an aerodynamic element of an aircraft

An apparatus advantageously influences the wing root airflow along the wing root of an aircraft having a high lift system including leading edge slats provided on the main wings. The apparatus includes a respective vortex generator arranged on the inboard end of each leading edge slat in the area of the wing root, and further includes a respective transition fairing arranged on a separation edge that is let into the leading edge of the wing root and that borders along the inboard edge of the respective slat. The vortex generator is a rigid member fixed to the leading edge slat and may be in the shape of a horn, a disk, or a winglet. The transition fairing may be a rigid member fixed to the wing root along the separation edge, or may be a flexible elastic member that can be inflated to have a variable outer contour. The present system avoids the need of additional independently movable auxiliary flaps, and thus achieves a reduced weight, complexity, and maintenance requirement.

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Delmenhorst, Germany

Detlev Schwetzler