By H. H. Hurt, Jr.

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Small initial deflections of the flap cause noticeable changes in C’s,, without large changes in drag coefficient. This feature is especially true of the airplane equipped with slotted or Fowler flaps (refer to fig. 17). Large flap deflections past 30’ to 33’ do not create the same rate of change of Cs- but do cause greater changes in CD. - and the last 50 percent of flap deflection causes mo~c than half of the total change in Cs. The effect of power on the stall speed of an airplane is determined by many factors.

Sweepback of the wing can cause an additional significant reduction in the effectiveness of flaps. High lift devices applied to the leading edge of a section consist of slots, slats, and small amounts of local camber. The fixed slot in a wing conducts flow of high energy air into the boundary layer on the upper surface and delays airflow separation to some higher angle of attack and lift coefficient. , the slot simply delays stall to a higher angle of attack. An automatic slot arrangement consists of a leading edge segment (slat) which is free to move on tracks.

Such a fact implies that the airplane should be flown at (L/D)to obtain the greatest glide distance. An unbelievable feature of gliding performance is the effect of airplane gross weight. Since the maximum lift-drag ratio of a given airplane is an intrinsic property of the aerodynamic configuration, gross weight will not affect the gliding performance. If a typical jet trainer has an (L/@of 15, the aircraft 1 can obtain a maximum of 15 miles horizontal distance for each mile of altitude. This would be true of this particular airplane at any gross (L/D) emz 25-40 12-20 2~25 1~15 14-16 lo-13 4-9 (subsonic) 32 Revised Januay 1965 NAVWEPS OO-EOT-RO BASIC AERODYNAMICS weight if the airplane is flown at the angle of attack for (L/D),.

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Aerodynamics For Naval Aviators by H. H. Hurt, Jr.


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