Leading-edge slat optimization for maximum airfoil lift
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Leading-edge slat optimization for maximum airfoil lift by Lawrence E. Olson

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Published by National Aeronautics and Space Administration, Scientific and Technical Information Office, For sale by the National Technical Information Service] in Washington, D.C, [Springfield, Va .
Written in English

Subjects:

  • Lift (Aerodynamics) -- Mathematical models.,
  • Leading edges (Aerodynamics),
  • Aerofoils.

Book details:

Edition Notes

StatementLawrence E. Olson, Phillip R. McGowan, and Clayton J. Guest.
SeriesNASA technical memorandum -- 78566
ContributionsMcGowan, Phillip R., Guest, Clayton J., United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch., Ames Research Center.
The Physical Object
Paginationiv, 23 p. :
Number of Pages23
ID Numbers
Open LibraryOL17070871M

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  where V is the velocity at the edge of the boundary layer, ν is the kinematic viscosity and δ 1 is the displacement thickness. In Ref. [12] this value was always found to be greater than for a short bubble and less than for a long one. Note that the size of the bubble, in effect, depends on the free stream Reynolds number, so it is possible the stall behavior of the airfoil changes. Liebeck’s High Lift Single Element Airfoil • Knowing the shape of the pressure distribution required: – Identify the maximum lift upper surface target distribution pressure distribution – Use an inverse method to find the airfoil Curve enclosing the maximum area Made to File Size: 2MB. Leading-edge slat optimization for maximum airfoil lift / (Washington, D.C.: National Aeronautics and Space Administration, Scientific and Technical Information Office ; [Springfield, Va.: For sale by the National Technical Information Service], ), by Lawrence E. Olson, Clayton J. Guest, Phillip R. McGowan, Ames Research Center, and. Experimental measurements also illustrate that the leading-edge slat significantly delays the stall up to an angle of attack of 20°, with a maximum lift coefficient of

A comparison of high lift systems derived from supercritical airfoils with high lift systems derived from conventional airfoils is presented. The high lift systems for the supercritical airfoil were designed to achieve maximum lift and consisted of: (1) a single slotted flap, (2) a double slotted flap and a leading edge slat, and (3) a triple. The numerical design and wind tunnel testing of a leading edge slat for the DU W airfoil, included in the BMWi funded Smart Blades project reference blade, have been concluded. In numerical computation of aerodynamic noises, the solution accuracy of flow fields has an obvious impact on detailed computation of eddy turbulence and acoustic results. In this paper, LES (Large Eddy Simulation) was used to conduct numerical simulation of flow fields of three-dimensional high-lift L1T2 airfoil. Unsteady flow field data on the solid wall face was extracted as the noise : Cun Dong Tang, Zhi Ping Wang, Yu Zhou Sima.   Simulations are also performed for wing with high-lift devices, HLDs, like leading edge slat and trailing edge flap for take-off and landing condition. For required flight condition plain wing with airfoil NACA 64A, 42° leading edge sweepback, −° twist and ° wing incidence angle showed improved aerodynamic performance than Author: H. P. Bharath, H. K. Narahari, A. T. Sriram.

Additional blowing at the nose protects the leading edge against stalling at lower Mach numbers to enable very high lift coefficients. By variation of the slot height for some configurations the required momentum coefficient of the air jet could be reduced by about 20% at slightly lower lift by: By adding a leading edge slat, the angle of attack range over which the airfoil performed efficiently was increased. Additionally, the maximum lift coefficient was increased by % and the critical angle of attack was increased by 9 degrees. A downside to the addition of the slat is that the drag is greatly increased as low angles of : Adam M. Ragheb, Michael S. Selig. In the context of ambitious targets for reducing environmental impact in the aviation sector, dictated by international institutions, morphing aircraft are expected to have potential for achieving the required efficiency increases. However, there are still open issues related to the design and implementation of deformable structures. In this paper, we compare three constrained parameterisation Cited by: 1. Generally, maximum angle of attack of a symmetric airfoil with downwash and up wash beyond which flow separation state is 16 degree. Un-symmetrical airfoil.