{"id":18573,"date":"2024-11-19T13:53:28","date_gmt":"2024-11-19T13:53:28","guid":{"rendered":"https:\/\/aerospacerepository.org\/?p=18573"},"modified":"2024-11-19T13:53:29","modified_gmt":"2024-11-19T13:53:29","slug":"dynamic-instabilities-of-circulation-controlled-aerofoils","status":"publish","type":"post","link":"https:\/\/aerospacerepository.org\/index.php\/2024\/11\/19\/dynamic-instabilities-of-circulation-controlled-aerofoils\/","title":{"rendered":"DYNAMIC INSTABILITIES OF CIRCULATION CONTROLLED AEROFOILS"},"content":{"rendered":"\n<p><strong>Ian Krukow, Nora Neuert, Dieter Dinkler<\/strong><\/p>\n\n\n\n<p><strong>DOI Number: N\/A<\/strong><\/p>\n\n\n\n<p><strong>Conference number: IFASD-2015-134<\/strong><\/p>\n\n\n\n<p>The continuously rising volume of air traf\ufb01c demands for a correspondingly rising capacity of airports. One possible scenario is the extended use of small, existing airports for point-to-point connections. However, in order to use the shorter runways, the high-lift systems have to be improved signi\ufb01cantly. This can be achieved by active circulation control making use of the Coanda effect. Though subject to research for several decades, there are still a number of issues to consider in order to make it work for a commercial aircraft. Investigating the aeroelastic behaviour is essential for stability issues. It turns out that the application of active circulation control leads to two additional \ufb02utter phenomena, which do not occur with conventional aircraft. Both of them are single degree of freedom \ufb02utter \u2013 related to heave and pitch motion, respectively \u2013 occurring at low velocities as in landing approach.<\/p>\n\n\n\n<p><a href=\"https:\/\/aerospacerepository.org\/wp-content\/uploads\/2024\/11\/IFASD-2015-134.pdf\">Read the full paper here<\/a><\/p>\n\n\n\n<p><\/p>\n","protected":false},"excerpt":{"rendered":"<p><b>Ian Krukow, Nora Neuert, Dieter Dinkler<\/b><\/p>\n<p>DOI Number: N\/A<\/p>\n<p>Conference number: IFASD-2015-134<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2413,2419],"tags":[1972,2677,2235,2678,1647],"class_list":["post-18573","post","type-post","status-publish","format-standard","hentry","category-1-ifasd-2015","category-computational-aeroelasticity-1-ifasd-2015","tag-aeroelasticity","tag-circulation-control","tag-utter","tag-modal-reduction","tag-reduced-order-model","category-2413","category-2419","description-off"],"_links":{"self":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18573","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/comments?post=18573"}],"version-history":[{"count":1,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18573\/revisions"}],"predecessor-version":[{"id":18575,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/18573\/revisions\/18575"}],"wp:attachment":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/media?parent=18573"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/categories?post=18573"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/tags?post=18573"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}