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European High Lift Programme II


The European high-lift project EUROLIFT II started in January 2004 under the coordination of DLR as a STReP of the 6th EU Framework Programme. The project continues the successful work of its predecessor project, EUROLIFT I, under the leadership of Airbus-Deutschland. In view of the realisation of the demanding targets of the European Vision 2020, high-lift systems will deliver a substantial contribution in making the aircraft system more efficient and environmentally friendly. Corresponding potentials of the high-lift system are the aerodynamic efficiency increase with reduced maintenance effort, the development of more efficient theoretical and experimental methods for the industrial design process, and the reduction of noise emission during the take-off and landing phases by advanced high-lift concepts.

Project objectives

To achieve the aforementioned targets, advanced numerical and experimental methods are necessary, which have to be thoroughly validated with respect to the special requirements of high-lift flows and configurations. With the support of EUROLIFT II, these methods and the physical understanding of the dominant aerodynamic phenomena will mature to a level, which enables the solution of the envisaged overall requirements for high-lift systems.

The following direct objectives have been set:

  • Validation of numerical methods for the exact prediction of the aerodynamics of a complete aircraft in high-lift configuration at flight Re-numbers up to maximum lift.
  • Numerical and experimental analysis of the physical interaction due to the installation of a pylon mounted nacelle with the high-lift system. This covers a detailed understanding of vortex dominated aerodynamic effects as well as their impact on the aerodynamic performance. For this purpose, state-of-the-art RANS methods (Reynolds-averaged Navier-Stokes), and the wind tunnels ETW (European Transonic Wind Tunnel) and LSWT (Low Speed Wind Tunnel) of Airbus-Deutschland will be used.
  • Specification of progressive high-lift systems, including numerical as well as experimental demonstration.
The state-of-the-art CFD methods used to predict flow over complete high-lift configurations are being validated against wind-tunnel data in the EUROLIFT II project.
The state-of-the-art CFD methods used to predict flow over complete high-lift configurations are being validated against wind-tunnel data in the EUROLIFT II project.

Description of the work

The EUROLIFT II project is sub-divided into three Work Packages. Work Package1 is devoted to Improved Validation based on EUROLIFT I data. The activities in Work Package1 address three major research areas: model deformation and installation effects, boundary layer and transition impact, and the study of flap setting and modification effects. All activities are purely numerical using advanced RANS solvers and existing numerical data of the EUROLIFT I project. Important open questions, which arose throughout EUROLIFT I, are addressed, such as the influence of the model-peniche , of the wind tunnel walls or of externally attached pressure tube bundles on high lift performance.

Work package 2 is devoted to research on ‘Realistic High-Lift Configurations’ and is also subdivided into three tasks: Realistic High Lift Configurations, Advanced High Lift Design and Novel Devices for Flow Control. The first task covers the wind tunnel tests of the step-wise modified KY3H configuration for low and high Re-No. conditions. Complexity stage I is based on the original EUROLIFT I configuration but equipped with a realistic span-wise gap at the fuselage/slat junction. This configuration requires the manufacture of a new inboard slat including the onglet and the slat horn. In configuration stage II, a pylon-mounted nacelle is added requiring the slat to have a cut out in the area of the pylon. The through-flow-nacelle with core-body and the pylon are designed and manufactured within the project. The most realistic but also most complex configuration represents stage III, which is based on stage II but includes strakes attached on the outer nacelle surface. All stages will be tested in the LSWT as well as the ETW wind tunnel. In parallel, extensive numerical computations, using state-of-the-art RANS methods, will be performed on all three stages and compared in detail to the experimental data. During the second task, an advanced flap for improved take-off performance will be designed using numerical optimisation methods. The final design will be manufactured and mounted on the KH3Y model. Then the aerodynamic potential of the new flap concept will be verified in a special devoted ETW test campaign. During the third task, novel devices for flow separation control aiming on a slat-less wing will be analysed, supported by corresponding wind tunnel test in the low speed facility of Airbus-UK.

The third Work Package is devoted to methods and tools. This Work Package is subdivided into three tasks: transition prediction, numerical methods, experimental transition and deformation measurements. The major focus is on the improvement of the numerical simulation tools with respect to transition prediction, physical modelling of turbulence, and efficient grid generation strategies. In parallel, an improvement of experimental methods for the application under cryogenic conditions is scheduled. These methods will be further developed, implemented and tested throughout the project’s cryogenic test campaigns in Work Package 2

Expected results

The expected major achievement of EUROLIFT II will be a high quality validation database for full aircraft high lift configurations, covering a large Re-No . range from 1.3 million up to 20 million. These validation data are directly used to assess the potential and shortcomings of the numerical methods to increase the level of reliability of high lift simulation. As a step beyond pure analysis, an assessment of the potential of advanced optimised high-lift systems as a mean to meet future aircraft design challenges is carried out. Finally, the aerodynamic potential of new high-lift solutions on the leading and trailing edge are investigated and demonstrated.