Abstract: 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·?; the starting point of the second boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=

Abstract: 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·?. 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·?.

Abstract: 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.

Abstract: 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·?; the starting point of the second boundary line is the circumferential point of the engine nacelle with the engine-nacelle circumferential angle phi=

Abstract: The invention pertains to an engine pod for an aircraft, one side of which features several fin-shaped vortex generators (3, 4, 5) 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 in order to improve the maximum lift, wherein the first vortex generator lies within a positioning corridor (K31) that is situated between two boundary lines (51, 52), wherein the point of origin (51a) of the first boundary line (51) is the point on the circumference of the engine pod with the circumferential engine pod angle phi=35 degrees and the longitudinal engine pod coordinate X=L/4, the end point (51b) of the first boundary line (51) is the point on the circumference of the engine pod with the circumferential engine pod angle phi=25 degrees and the longitudinal engine pod coordinate X=L·?, the point of origin (52a) of the second boundary line (52) is the point on the circumference of the engine pod wit

Abstract: 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.

Abstract: 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.

Abstract: The present invention relates to a method for improving the precision of wind tunnel measurements, particularly to correct the influence of a suspension device, wherein a model, particularly an aircraft model, being introduced into a wind tunnel on the suspension device, which has multiple suspension wires, and at least one sleeve being attached to each suspension wire, having the following steps: performing at least two measurements with identical model configuration with at least one effective diameter and/or with the suspension wire diameter in each case to ascertain at least two raw measured values and ascertaining a corrected final measured value for the model from at least two measured values.

Abstract: The present invention relates 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.

Abstract: 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.

Abstract: 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.

Abstract: 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.