Within the German BNF research project a generic twin-engine configuration with an active high-lift wing and modern turboprop engines is investigated. This paper deals with high fidelity RANS computations of the wind tunnel configuration measured in previous measurement campaigns. The simulation data is in good agreement with the experiment. The presented investigations focus on the jet flow due to the internally blown flap and the propeller slipstream.

Maintenance on aircraft engines is usually performed on an on-condition basis. Monitoring the engine condition during operation is an important prerequisite to provide efficient maintenance. Engine Condition Monitoring (ECM) has thus become a standard procedure during operation. One of the most important parameters, the engine thrust, is not directly measured, however, and can therefore not be monitored, which makes it difficult to distinguish whether deteriorating trends e.g. in fuel comsumption must be attributed to the engine (e.g. due to thermodynamic wear) or to the aircraft (e.g. due to increased drag). Being able to make this distinction would improve troubleshooting and maintenance planning and thus help to reduce the cost of ownership of an aircraft. As part of the research project APOSEM (Advanced Prediction of Severity effects on Engine Maintenance), Lufthansa Technik (LHT) and the Institute of Jet Propulsion and Turbomachinery of Technische Universität Braunschweig develop a method for direct measurement of engine thrust during the operation. In this paper, the design process of the On-Wing (OW) Measurement System is presented, including the validation in labratory tests, the mechanical and thermal calibration as well as the final ground test during an engine test run at LHT test cell and the work on the flight test certification.

Aircraft engine maintenance is performed on an on-condition basis. Monitoring the engine condition during operation is important to provide an efficient maintenance. Engine Condition Monitoring has thus become a standard procedure during operation. However, one of the most important parameters, the engine thrust, is not directly measured and can therefore not be monitored, which makes it difficult to distinguish whether deteriorating trends e.g. in fuel comsumption must be attributed to the engine (e.g. due to thermodynamic wear) or to the aircraft (e.g. due to increased drag). Being able to make this distinction would improve troubleshooting and maintenance planning and thus help to reduce the cost of ownership of an aircraft. This paper describes the development and quality assessment of a system for direct engine thrust measurement during the normal engine operation. The system was designed, calibrated and validated with engine test runs. After the necessary certification of the whole system a flight test campaign to validate the system, when installed on an aircraft, was started. In the presented work an assessment of the quality of measured data from the first period of the ongoing flight test is presented.

No abstract

The radiometric measurements group at the Arnold Engineering Development Center (AEDC) has developed new solar-blind radiometers for the SENSOR TALON flight test. These radiometers will be flown in an instrument pod by the 46th Test Wing at Eglin AFB. The radiometers are required to fit into a single quadrant of a 22-in.-diam sphere turret of the instrument pod. Because of minimal space requirements and photon-counting sensitivity needs, the radiometric measurements group used image intensifiers instead of the standard photomultiplier tubes (PMTs). The new design concept improved the photon-counting sensitivity, dynamic range, and uniformity of the field of view as compared to standard PMTs. A custom data acquisition system was required to miniaturize the electronics and generate a pulse code-modulated (PCM) data stream to the standard tape recording system.