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Amirkabir University of technology Aerodynamic Lab1

If the wing of an airplane was designed to produce the maximum lift possible at low airspeed, to accommodate takeoffs and landings, it would not be suited for higher speed flight because of the enormous amount of drag it would produce. To give the wing the ability to produce maximum l low speed d lift without ith t being b i drag d prohibitive, retractable high lift devices, such as flaps and slats, slats are utilized utilized.

In order to increase lift, one way is to increase the airfoil section camber and also l preventing i the h fl flow being b i separated. High lift device installed on the LE High lift device installed on the TE Boundary layer control devices

are the th most t common highhi h-lift high devices used on practically all airplanes. airplanes. These surfaces, surfaces which are attached to the trailing edge of the wing, increase both lift and induced drag for any given angle of attack. attack . Flaps allow a compromise between high cruising speed and low landing speed, because they may be extended when needed, and retracted into the wings structure t t when h not t needed needed. d d.

The plain flap is the simplest of the four types. It increases the airfoil camber, resulting in a significant increase in the coefficient of lift at a given angle of attack. At the same time, it greatly g y increases drag g and moves the center of pressure aft on the airfoil, resulting in a nose-down pitching moment.

The split flap is deflected from the lower surface of the airfoil and produces a slightly li h l greater increase i i lift in lif than h d does the plain flap. However, more drag is created t d because b of f the th turbulent t b l t air i pattern produced behind the airfoil.

The most popular flap on airplanes today is the slotted flap. Slotted flaps increase the lift coefficient significantly more than plain or spilt flaps. When the slotted flap is lowered, high-energy air from the lower surface is ducted to the flaps upper surface. The high-energy air from the slot accelerates the upper surface boundary layer and delays airflow separation, providing a higher coefficient of lift. Thus, the slotted flap produces much greater increases in CLmax than the p plain or split p flap. p While there are many types of slotted flaps, large airplanes often have double- and even triple-slotted flaps. These allow the maximum increase in drag without the airflow over the flaps separating and destroying the lift they produce.

Fowler flaps are a type of slotted flap. This hi flap fl d i design not t only l changes h th the camber of the wing, it also increases the wing i area. Instead I t d of f rotating t ti d down on a hinge, it slides backwards on tracks. In the first portion of its extension, extension it increases the drag very little, but increases the lift a great deal as it increases both the area and camber.

High-lift g

devices also can be applied to the leading edge of the airfoil. airfoil The most common types are , , and d

Fixed slots direct airflow to the upper wing surface f and d delay d l airflow i fl separation ti at t higher angles of attack. The slot does not increase the wing camber, but allows a higher maximum coefficient of lift because the stall is delayed until the wing reaches a greater angle of attack.

The pressure peak occurs on the slat, not the main wing. The air separates from the slat, but leaves air unaffected on the main wing Second it delays stall on the main wing wing. by allowing high energy air from below and in front of the wing to flow through the slot where it is accelerated. The higher speed of the air, the lower the pressure, creating more of a pressure differential from the bottom (lift). The high energy air also energizes the boundary layer, layer helping it stay attached to the wing at higher AoA.

The shape p of the slot is critical. it must be wider at the intake (front) that the exit. the opening should be 2 to 3 times as big as the exit. it 3/16" on 40 -90 90 sized i d models d l and d slightly li htl larger on giant scale.

like trailing edge flaps, are used to increase both CL and the camber of the wings. This type of leading edge device is frequently used in conjunction with trailing edge flaps and can reduce the nose-down pitching movement p produced by y the latter. As is true with trailing edge flaps, a small increment of leading edge flaps increases lift to a much greater t extent t t than th d drag.

Spoilers are devices that are located on top of the wings. Spoilers have the opposite effect from flaps and slats. They reduce lift by disrupting the airflow over the top of the wing. Spoilers are deployed after the airplane has landed and lift is no longer needed. They also substantially increase the d drag which hi h helps h l the th airplane i l t slow to l d down sooner.

Airfoil: NACA24-12 Airfoil chord: 15cm Airfoil span: 45.6cm Flap chord: 5.3cm

Mount the model on the balance system and adjust the zero setting Vary the angle of attack and angle of flap according the table Read lift and Drag for each case

Plot lift, drag and pitching moment coefficient of different angle of attack f diff for different fl flap angles l iin one di diagrams Indicate the stall angles Analyze the trends of the diagrams

Thank you for your attention

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