The Airbus A320-232 D-ATRA, DLR's largest fleet member, has been in operation since the end of 2008.
DLR (CC-BY 3.0).
DLR’s research aircraft A320 ATRA (Advanced Technology Research Aircraft) is a modern and flexible flight testing platform that sets a new benchmark for flying test beds in European aerospace research – and not just because of its size.
Research flights by NASA and DLR took place for three weeks at the beginning of 2018, from Ramstein Air Base in Rhineland-Palatinate. The focus was on particle emissions from alternative fuels and their influence on cloud formation from condensation trails and thus their impact on the climate. Close behind the DLR A320 Advanced Technology Research Aircraft (ATRA), NASA’s ‘Flying Laboratory’, a DC-8, samples the exhaust plume of the Airbus. On board, scientists measured the composition of the exhaust gas and investigated the effects of biofuels such as HEFA on the formation of soot particles and ice crystals.
The DLR ATRA research aircraft flies at around 15 metres above the airport grounds with its landing gear retracted.
DLR/Marek Kruszewski (CC-BY 3.0).
HALO in the hangar at the airport in Tainan, southern Taiwan.
The HALO research aircraft flies all over the world for atmospheric and climate research.
The HALO high-altitude research aircraft (High Altitude and Long Range Research Aircraft): starting in late 2008, this modified business jet, a Gulfstream G 550, will join the DLR aircraft fleet in data-gathering flights around the globe.
At the end of January 2016, atmospheric researchers used the High Altitude Long Range Research Aircraft (HALO) and the Falcon 20E research aircraft to conduct coordinated climate research measurement flights. For the first time, they succeeded in measuring gravity waves and airglow almost in their entirety.
DLR/Andreas Minikin .
The Falcon is the only research aircraft in Europe that is legally able to fly at high altitudes and over long distances in volcanic ash clouds.
The DLR research aircraft started operations in 1976 and has been used in numerous scientific research missions.
The Falcon during a measurement flight in Malaysia.
DLR researchers focus on measurements of the biofuel exhaust emissions of soot and sulphur particles, as well as the size and shape of the ice crystals in the condensation trails.
The Cessna C208B Grand Caravan (registration D-FDLR) was converted into a flying auditorium by the German Aerospace Center's (DLR) Oberpfaffenhofen flight facility.
The smallest aircraft of DLR's Oberpfaffenhofen flight facility is a Cessna 208B Grand Caravan, registration D-FDLR. The single-engine turboprop aircraft is mainly used by the German Aerospace Center (DLR) for remote sensing. It is especially well suited for camera flights, such as those with the HRSC (High Resolution Stereo Camera), operated by DLR and also used in space missions.
The DO 228-212 is primarily used for remote sensing, but also for marine and atmospheric research.
The DLR research aircraft has a length of 16.56 metres (18.7 feet with nose boom), is 4.86 metres in height and has a wingspan of 16.97 metres.
The Göttingen-based researchers employed a novel technique to visualise the rotor blade vortices, using the loose scree littering the quarry as a background for their measurement method.
DLR BO 105 research helicopter in flight above the lake at the base of the quarry.
The photo shows the ATTAS research aircraft after its conversion in Lemwerder. In February 1985, the airline company MBB (Messerschmitt-Bolkow-Blohm) conducted a second flight with the modified aircraft. The fuselage had not yet been painted in DLR colours.
This image shows ATTAS with a changed profile. In 1987 a portion of the right wing was equipped with what is known as 'laminar glove'. A fibre-glass reinforced composite glove was placed on the original aluminum structure. DLR researchers investigated whether longer laminar flow profiles would be possible in commercial aircraft as well. If so, the resistance and thus the fuel consumption could be reduced. Infrared cameras measured the laminar-turbulent boundary layer transition.
The aircraft was developed jointly in the 1960s by DLR and the Leichtflugtechnik-Union (LFU) consortium. The maiden flight took place in 1968. The LFU 205 in service in Brunswick is the prototype of this aircraft and was manufactured as a one-off.
DLR (CC-BY 3.0).