Part of a Book
Refine
Year of publication
- 2024 (18)
- 2023 (23)
- 2022 (31)
- 2021 (17)
- 2020 (20)
- 2019 (43)
- 2018 (31)
- 2017 (34)
- 2016 (29)
- 2015 (39)
- 2014 (31)
- 2013 (25)
- 2012 (36)
- 2011 (21)
- 2010 (20)
- 2009 (24)
- 2008 (13)
- 2007 (16)
- 2006 (5)
- 2005 (12)
- 2004 (5)
- 2003 (11)
- 2002 (3)
- 2001 (4)
- 2000 (4)
- 1999 (6)
- 1998 (7)
- 1997 (14)
- 1996 (3)
- 1995 (2)
- 1994 (2)
- 1992 (2)
- 1991 (3)
- 1990 (3)
- 1989 (2)
- 1987 (2)
- 1985 (1)
- 1983 (1)
- 1982 (1)
- 1978 (2)
- 1971 (1)
Institute
- Fachbereich Bauingenieurwesen (86)
- Fachbereich Energietechnik (83)
- Fachbereich Wirtschaftswissenschaften (72)
- Fachbereich Elektrotechnik und Informationstechnik (64)
- Fachbereich Medizintechnik und Technomathematik (62)
- Fachbereich Architektur (48)
- Fachbereich Luft- und Raumfahrttechnik (43)
- Fachbereich Gestaltung (40)
- IfB - Institut für Bioengineering (37)
- Fachbereich Maschinenbau und Mechatronik (32)
Has Fulltext
- no (567) (remove)
Document Type
- Part of a Book (567) (remove)
Keywords
- Aktionskunst (4)
- Papierkunst (4)
- Wind Tunnel (3)
- Autonomous mobile robots (2)
- Central receiver power plant (2)
- Central receiver system (2)
- Concentrated solar collector (2)
- Concentrated systems (2)
- Datenschutz (2)
- Datenschutzrecht (2)
Styling
(2008)
Supersonic laminar flow
(1997)
Supersonic transports are very drag sensitive. Technology to reduce drag by application of laminar flow, therefore, will be important; it is a prerequisite to achieve very long range capability. In earlier studies it was assumed that SCTs would only become possible by application of laminar flow [376]. But today, we request an SCT to be viable without application of laminar flow in order to maintain its competitiveness when laminar flow becomes available for subsonic and supersonic transports. By reducing fuel burned, laminar flow drag reduction reduces size and weight of the aircraft, or increases range capability -whereas otherwise size and weight would grow towards infinity. Transition mechanisms from laminar to turbulent state of the boundary layer flow (ALT, CFI, TSI) function as for transonic transports, but at more severe conditions: higher sweep angles, cooled surfaces; higher mode instabilities (HMI) must at least be taken into account, although they may not become important below Mach 3. Hitherto there is a worldwide lack of ground test facilities to investigate TSI at the expected cruise Mach numbers between 1.6 and 2.4; in Stuttgart, Germany one such facility -a Ludwieg tube- is still in the validation phase. A quiet Ludwieg tunnel could be a favourable choice for Europe. But it will require a new approach in designing aircraft which includes improved theoretical predictions, usage of classical wind tunnels for turbulent flow and flight tests for validation.
This chapter introduces performance and acceptance testing and describes state-of-the-art tools, methods, and instruments to assess the plant performance or realize plant acceptance testing. The status of the development of standards for performance assessment is given.