Flujo Incompresible Sobre Alas Finitas

Flujo Incompresible Sobre Alas Finitas

The determination of the basic aerodynamic characteristics of a threedimensional wing is one of the most important calculations required
for performance, structural and stability and control analysis.
The aerodynamic data required for complete analysis of any threedimensional wing is:
Slope of lift curve
Angle of zero lift
Aerodynamic center
Lift and drag
Pitching moment coefficient about the aerodynamic center.

Flujo Incompresible Sobre Alas Finitas

A finite wing is a three dimensional body and
consequently, the flow over it is three-dimensional. This
tridimensionality has a great importance, because it is
responsible of the generation of the vortices in the wing
tips, which are responsible of the induced drag.

http://www.youtube.com/watch?v=uy0hgG2pkUs&list=PLEF3E69FE88493B29&index=2

Flujo Incompresible Sobre Alas Finitas

Wing-tip vortices

The wing-tip vortices created by the wing is energy that is spended in moving a
mass of air that has no profit for the aircraft flight. This mass of air (the vortices)
reduces the lift of the wing, produces the induced drag, and is dangerous for planes
that flight inside them. Physically, the induced drag can be explained by the roll-up of
the discontinuity sheet into the two free vortices.
During every time increment, a portion of the two free vortices has to be newly
formed. To this end, work must be doing continually; this work appears as the kinetic
energy of the vortex plaits. The equivalent of this work is expended in overcoming
the drag during forward motion of the wing.

EQUILIBRIO DE FUERZAS EN VUELO.

http://www.youtube.com/watch?v=WTTKFqm20RY

Forma en Planta
Rectangular

Forma en Planta
Elptica
The mayor disadvantage of the elliptical wing is its difficult to be constructed.
The elliptical wing, if untwisted has an elliptical lift distribution. This is because at every
spanwise station along the wing the lift coefficient is the same, but as the chord gets
smaller approaching the tip so does the lift at each spanwise station. At the tip the lift is
virtually zero. If the lift-coefficients along the wing are the same then the downwash will
also be the same along the entire wing. The downwash is responsible for the tip
vortices; if it is the same along the entire wing then the tip vortices and by definition, the
induced drag, will be at a minimum.

Forma en Planta
Trapezoidal
Tapering provides a decrease in drag and increase in lift, which is most effective
at high speeds.
The trapezoidal wing offers advantages over rectangular ones. The first is
structural. By carrying more of the airplane's weight farther inboard, a tapered
wing reduces the bending momentthe force tending to break the wing-at the
root.
The second advantage is aerodynamic, and has to do with the induced drag.
Equating area distribution with lift distribution, the argument goes on to assert
that a rectangular wing deviates greatly from the elliptical ideal, especially near
the tips, whereas a moderately tapered wingor a double-tapered one, with a
straight inner section and a tapered outer sectionapproximates the ellipse
much more closely.

Stall en Ala

http://www.youtube.com/watch?v=WFcW5-1NP60

Ala en Flecha

Swept wings have specifically been developed to increase the critical Mach number

M cr

Thus, higher cruise speeds are possible without encountering a high drag rise due to high
operating Mach numbers.

Ala con ngulo diedro.

Incompressible Flow over Finite Wings

Introduction

finite wings, downwash, induced drag

Vortex Theory principle: the vortex filament

Biot-Savart law
Helmholtzs vortex theorems
The Classical Lifting-Line Theory
elliptical and general lift distribution
the effect of Aspect Ratio
Extensions:

numerical implementation
lifting-surface/vortex-lattice

The flow over finite wings

In what respect is the flow around a true wing different from
an airfoil (an infinite wing)?
Airfoil : 2D flow (cl , cd)
Real Wing: 3D flow (CL , CD)
(1) finite extent
(2) variation of sections
along the wing span

spanwise flow component

due to leakage flow
around the tips

Trailing vortices and downwash

Results:
trailing vortices (tip vortices)
and downwash
(vertical flow component)

downwash

tip vortex

Downwash and the effective flow direction

1. The downwash modifies the effective flow direction and reduces :
effective angle of attack
eff i
- geometric angle of attack
i - induced angle of attack

2. The lift vector is inclined

backwards:
induced drag

D'i L' i

Note: total drag =

induced drag + profile drag
flight direction

Distribucin de Sustentacin
b/2

L = total lift of the wing

L = sectional lift, local lift per unit span
Along the wing span variation of:

chord c
airfoil properties (aerodynamic twist)
geometric (geometric twist)
induced

L CL q S

L' dy

b / 2

L' cl q c V
cl cl ( eff )

Hence, also variation of:

lift coefficient
sectional lift L
circulation

Note:

L' ~ ~ cl c

Distribucin de Sustentacin

Note: Lift is zero at the tips

(pressure equalization)

Central subject of wing theory:

Relation between wing shape and lift distribution
1. Analysis: determine the lift distribution for given wing shape
2. Design: determine wing shape for desired lift distribution

Lifting line theory: the wing is replaced by a vortex filament with

variable circulation (y) at the quarter-chord line + free vortices

COMPLETE WING VORTEX SYSTEM

3-D Vortex Theory: the vortex filament

flow around a real wing uniform flow + vortices
V

2D: Straight vortex line:

induced velocity V

2r

3D general: curved vortex filament

3-D Vortex Theory: Helmholtzs vortex theorems

(compare the velocity induced by the vortex filament
to the magnetic field induced by an electrical current)

The circulation strength remains constant along the filament

a vortex filament cannot end in the flow, but:
extends to infinity
ends at a boundary
forms a closed loop
consequence:

1 2

3-D Vortex Theory: The Biot-Savart Law

The contribution dV of a filament section dl
to the induced velocity in P:

dl r
dV
4 | r |3

The Biot-Savart Law

Direction: dV is perpendicular to dl and r

Magnitude:

sin
| dV |
dl
2
4 r

Note: is the angle: dl r

Properties of a straight vortex filament segment

B

Finite segment AB, constant

V
A

B
l

sin
dl
2
r

-
h

h
sin
h
l
tan

dl

h
sin 2

V
4

sin

d
(cos A cos B )
h
4h

Properties of a straight vortex filament segment

B

B B

(cos A cos B )
(cos A cos B )
4h
4h

Note: A and B are the internal angles of ABP

A
A

A A

Special cases:
infinite vortex filament :
A = B = 0:

(1 1)
4h
2h

(same as 2D vortex)

A
P

semi-infinite filament:
A =90; B = 0:

(0 1)
4h
4h

The Lifting-Line Theory

The Horseshoe vortex as a simple model of a finite wing

the wing itself a bound vortex at the 1/4-chord line

is fixed, hence, experiences lift (L = V )
the tip vortices free-trailing vortices
free to adjust to the local flow direction, no lift

All vortices have the same circulation strength ;

the free trailing vortices extend to infinity downstream

The Lifting-Line Theory

The horseshoe vortex

Downwash induced along the wing by
the two trailing (wing tip) vortices

w( y )

4 (b / 2 y )

right tip vortex

w( y )

4 (b / 2 y )
left tip vortex

b
4 (b / 2) 2 y 2

Remarks:
w < 0 when > 0: the induced flow is indeed downwards for positive lift
Problems with the simple horseshoe-vortex model of a wing:
(y) = constant lift distribution
not realistic!
|w| at the tips

Extension of the horseshoe vortex model

towards the lifting-line model

Instead of a single horseshoe vortex: superposition of many vortex systems

Each vortex has a different span but the bound vortex segments coincide on the
same line and form the lifting line (= the wing)
The circulation along the lifting line is no longer constant, but it varies along
the span in a stepwise fashion
Extrapolate to infinite number of horseshoe vortices to obtain continuous (y)

Principle of the lifting line

+ d

The wing is replaced by a bound vortex with (continuously) varying circulation (y)
The trailing vortices create a vortex wake in the form of a continuous vortex sheet
local strength of the trailing vortex at position y is given by
the change in (y): d = (d/dy) dy
the vortex sheet is assumed to remain flat (no deformation)

Validity: good approximation for straight, slender wings at moderate lift

Determining the downwash of the lifting line

Strength of the trailing vortex at position y
along the wing span:

(y)

w
y0

y0 - y
Take small segment of the lifting line, dy,
dy
at position y
d = (d/dy) dy
Over this segment the change in circulation of
the lifting line is: d = (d/dy) dy
This is equal to the strength of the trailing vortex
d
The contribution dw to the induced velocity at position y0 :
dw
4 ( y0 y )

Total velocity at position y0 induced by

the entire vortex wake:

1
w( y0 )
4

(d / dy)
dy

( y0 y )
b / 2
b/2

induced angle of attack:

w( y0 )
i ( y0 )
V

The relation between circulation and wing shape

Use 2D airfoil theory, but modified by the effective flow direction: ( a0

cl cl ( eff ) a0 [ eff L 0 ] a0 [ i L 0 ]

dcl
)
d

From the relation between lift and circulation:

2 ( y0 )
L'
V
cl

2
2
1
1
V c ( y0 )
2 V c
2 V c

combination:

cl

L 0 i
a0

w( y0 )
1
i ( y0 )

V
4V

2( y0 )
1
( y0 )
L 0 ( y0 )
a0V c( y0 )
4V

(d / dy)
dy

(
y

y
)
0
b / 2
b/2

(d / dy)
dy

( y0 y)
b / 2
b/2

The fundamental equation of Prandtls lifting-line theory

Prandtls lifting-line equation (the wing equation)

2( y0 )
1
( y 0 ) L 0 ( y0 )

a0 ( y0 ) V c( y0 ) 4V

(d / dy)
dy

( y0 y )
b / 2
b/2

Some remarks:
1. This equation describes the relation between circulation and wing properties
2. It is linear in
3. The circulation is proportional to V (Lift ~ V ~ V2 )
4. For a wing without twist ( and L=0 are constant):
circulation is proportional to L=0
for every value of the lift distribution has the same form
(which depends on a0(y), c(y) and b, therefore, on the wing shape)
the total lift is zero when = L=0 and then: 0
5. For a wing with twist ( and L=0 are not constant): THIS IS NOT SO
in particular: total zero lift is in general not accompanied by: 0

Wing properties for given circulation (y)

1. Lift distribution: L' ( y ) V ( y )
b/2

2. Total lift:

b/2

L' dy V ( y)dy

b / 2

b / 2

1
i ( y0 )
4V

3. Induced angle of attack:

b/2

4. Induced drag:

Di

b/2

D ' dy L'
i

b / 2

b / 2

L
2
CL

q S V S

b/2

( y)dy

b / 2

(d / dy)
dy

( y0 y )
b / 2
b/2

dy V

b/2

( y) ( y)dy
i

b / 2

b/2

D
2
CDi i
( y ) i ( y )dy

q S V S b / 2

The elliptical lift distribution

Consider the following elliptical lift distribution:

(y)

y 2
( y ) 0 1 (
)
b/2

0 = max.circulation

Compute the downwash velocity from:

1
w( y0 )
4

d / dy
dy

y
0
b / 2
b/2

b
coordinate
y cos
transformation:
2

y
-b/2
( 0)

b
dy sin d
2

b/2
( )

( ) 0 sin

0
0
d / d
cos
w( 0 )
d

2 b 0 cos cos 0
2 b 0 cos cos 0
2b
1

w
i 0
V 2bV

Downwash and induced angle of attack

are constant over the span of the wing!

The elliptical lift distribution

b
dy sin d
2

Calculation of the total lift:

( ) 0 sin

b/2

b
b
b
L V ( y) dy V ( ) sin d V 0 sin 2 d V 0
20
20
4
b / 2

4 (CL 12 V S ) 2V S
4L
0

CL
Vb
Vb
b
2

Relation between
0 and CL:

The induced angle of attack

0
CL
CL

2bV (b 2 / S ) A

A = b2/S: is called the aspect ratio (AR) of the wing (slankheid)

typical values:

6-8 for subsonic aircraft

10-22 for glider aircraft

The elliptical lift distribution

Calculation of the induced drag:
b/2

Di

L'

dy i

b / 2

Note that i

b/2

L' dy

i L

b / 2

CL
is constant here
A

Conclusions:
2

CL
CDi i CL
A

The induced drag is the drag due to lift

Remember : total drag

CDi ~ CL : quadratic dependence

1
: large AR decreases induced drag
C Di ~
A

C D cd C Di

The elliptical lift distribution - wing shape

What wing shape can generate an elliptical lift distribution?
no twist: so and L-0 are constant

assume:

assume:
lift slope a0= dcl /d ( 2) is constant
consequence: (with also i constant)

cl a0 [ i L 0 ] constant C L
Remark:

cl CL

b/2

Proof:

b/2

1
1
CL
cl c dy cl
c dy cl
S b/ 2
S b/ 2

required variation of the chord:

L' ( y ) cl q c( y )

c( y )

L' ( y )
~ L' ( y ) ~ ( y )
q cl

The wing must have an elliptical planform

The elliptical wing shape

An elliptical wing planform: (note straight 1/4-chord line)
1/4-chord line

An elliptic lift distribution,

an elliptic wing planform
and a constant downwash

The Supermarine Spitfire

Aerodynamic properties of the elliptic wing

We found that:

cl CL (= constant)

cl a0 [ i L 0 ]

CL
(= constant)
A

where:

Combining:

dcl
d

for a general wing

CL

CL cl a0 [ i L 0 ] a0 L 0
A

solve for CL: C L 1

note:

a0

for an elliptic wing

a0
a0 ( L 0 )
A

CL = 0 when = L=0

and:

a0
dCL

d 1 a0 / A

Effect of Aspect Ratio on the lift-curve CL()

for an elliptic wing:

a0
dCL

d 1 a 0 / A

The lift slope is reduced.

physical explanation: the downwash
reduces the effective angle of attack:

dcl d eff
dCL dcl

.
d
d d eff d
a0

d i
1
d

The elliptical lift distribution - summary

Constant downwash along the span

CL
A

Induced drag:
Lift slope:

CL
CDi i CL
A

a0
dCL
a

d 1 a 0 / A

effect of increasing the wing aspect ratio: - induced drag smaller

- lift-slope larger (a a0)
Practical significance of the elliptical wing:
optimum wing shape: minimal induced drag for given lift
reference wing: reasonable approximation for real wings

General lift distribution

For the elliptical wing:

( ) 0 sin

and: 0 2bV

b
y cos
2

with:

CL
A

a constant depending linearly

on CL, hence, on

Describe the circulation of a general wing with a Fourier sine series:

( ) 2bV
Note:

A
n 1

sin n

The number of terms N should be taken sufficiently large

= 0 at the tips

constants that
depend on
Elliptical wing:
N=1; A1=CL/A

Questions to be answered:

what are the aerodynamic properties (lift, induced drag)?

what is the relation between the coefficients and the wing geometry?

General lift distribution: total lift

( ) 2bV

A
n 1

sin n

Calculation of the lift coefficient:

b/2

L
2
b
CL

(
y
)
dy

( ) sin d

q S
V S b / 2
V S 0
2b 2

b2
An sin n sin d 2
0
S
n 1

CL A1.A

n 1

An sin n sin d 2 A.A1.

(Depends only on the first coefficient)

Standard integrals:
= 0 when n 1
= /2 when n =1

General lift distribution: downwash

( ) 2bV

A
n 1

sin n

d
2bV
d

Calculation of the induced angle of attack:

nA cos n
n 1

1
i ( y0 )
4V

1
d / d
2bV
i ( 0 )
d

2 bV 0 cos cos 0
2 bV

cos n
d
cos

cos

0
0

nAn
n 1

Standard integrals:

sin n 0
i ( 0 ) nAn
sin 0
n 1
N

(d / dy)
dy

( y0 y )
b / 2
b/2

sin n 0
sin 0

General lift distribution: induced drag

( ) 2bV

An sin n
n 1

i ( )

nAn
n 1

sin n
sin

Calculation of the induced-drag coefficient:

b/2

CDi

Di
2
b

( y) i ( y) dy
( ) i ( ) sin d

q S
V S b / 2
V S 0

2b 2 N
sin n
N

An sin n nAn
sin d

S 0 n1
sin
n 1
2b 2

nA A sin n sin m d
n 1 m 1

= 0 when n m
= /2 when n = m

C Di A nAn
n 1

General lift distribution: summary and conclusions

CL A1.A

2
N

An
2
2
CDi A nAn A A1 1 n
n2 A1
n1
N

An
CL
CDi
(1 ) where n 0
A
n 2 A1
2

C
or : CDi L
Ae

where e

1
1 the "span efficiencyfactor"
(1 )

Conclusion:
the elliptic wing ( = 0, e = 1) gives the lowest possible induced drag
(for given lift and aspect ratio)

The effect of twist

CL A1.A

CDi

A
CL
(1 ) where n n 0
A
n2 A1
2

For a wing without twist:

An
and are independent of
A1

The shape of the lift distribution is

the same for every :

At zero lift the circulation is

CL 0 A1 0 An 0
identical to zero:
i ( y) 0
The induced drag is zero when the lift is zero:

ratios

( y ) 0
C Di 0

For a wing with twist:

The shape of the lift distribution is

not the same for every :

At zero lift the circulation is not identical zero

The induced drag is not zero when the lift is zero

ratios

An
and vary wit h
A1

Illustration: Wing with twist at zero lift

Example:

( ) 2bV A3 sin 3
(total lift = zero)

Lift distribution:

L ~

+
-

-b/2

b/2

Induced angle of attack:

i ( ) 3 A3

sin 3
sin

Contribution to the induced drag:

dDi ~ i

2 sin 3
~ A3
sin
2

+
(total induced drag > 0)

Ala Rectangular con Torsin

Lift Distribution
Rectangular Wing with Torsion AR=10
1.4

1.2

C L local

0.8

C L global
0.6

0.4

0.2
Wings

Theory

0
-1

-0.8

-0.6

-0.4

-0.2

0.2

Dimensionless Spanwise Coordinate

0.4

0.6

0.8

The Lift-curve CL() of a general wing

Conceptual: comparison with an elliptic wing

Assume an average/effective constant downwash:

Lift:

CL
(1 )
A

CL a0[( L0 i )]

dCL / d

dCL

a
1

(
1

)
lift slope:
0
d
A

C
Compare induced drag: CDi iCL L (1 )
A

a0
1 (a0 / A)(1 )

Actual: value of depends on the wing shape!

Lift follows from:

CL A A1 ( )

To find A1() requires solution of the wing equation

In general:

dCL
and
d

The dependence of the lift distribution on

= the AOA of the wing

Prandtls wing equation, for a general wing

2( y0 )
1

a0 ( y0 ) V c( y0 ) 4V

(d / dy)
dy twist ( y0 ) L 0 ( y0 )

( y0 y)
b / 2
b/2

geometric + aerodynamic twist

Effect on the circulation distribution (y) of

changing the angle of attack of the wing (y)/ = (y)
differentiate the wing equation w.r.t. :

2 ( y0 )
1

a0 ( y0 ) V c( y0 ) 4V

(d / dy)
dy 1

( y0 y )
b / 2
b/2

(y) = (y)/ is
independent of
and of the twist

as a consequence:
b/2

2
CL
( y) dy
V S b/ 2

dCL
2
( y )

dy

d V S b / 2
b/2

dCL/d is
independent of
(and of the twist)

The dependence of the lift distribution on CL

Change of circulation with the wing lift coefficient, CL=CL():
( y ) ( y ) dCL

C L d

(y)/CL is independent of
and, hence, of CL

General form of the lift (circulation) distribution:

( y) B ( y) A ( y) CL
Basic lift distribution
=
lift distribution at zero lift

In terms of the coefficients An :

( ) 2bV

A
n 1

sin n

Additional lift
distribution
independent of

An = bn + an CL

The relation between the An and the wing geometry

Solve Prandtls wing equation:

substitute:

( ) 2bV

cl
2

L 0 i
a0 a0V c
N

An sin n

i ( )

n 1

N
4b N
sin n
A
sin
n

nA
n

n
a0 c n 1
sin
n 1

nA
n 1

L 0

Numerical solution method:

Take a truncated series with N unknown coefficients: A1, A2,AN

Take N different spanwise locations on the wing where the equation is to

be satisfied: 1, 2, .. N; (but not at the tips, so: 0 < 1 < )

System of N equations with N unknowns (Solve N N matix)

sin n
sin

Numerical example of the wing equation

Consider:

rectangular wing: c = constant; span = b; b/c = A;

without twist:
= constant; L=0 = 0
evaluate the wing equation at the N control points at i :

4A
n

a sin An sin n i
n 1 0
i
N

i 1, 2, ... N

The wing is symmetrical A2, A4, are zero

take only A1, A3, as unknowns
take only control points on half of the wing: 0 < i /2
Example for N=3:
take A1, A3, A5 as unknowns
take control points (equidistant in ): 1 = /6, 2 = /3, 3 = /2
take lift-slope of the airfoils a0 = 2, and wing aspect ratio A = 2

Numerical example: the rectangular wing (N=3)

The set of equations becomes:

with solution:

10
7 A1
3
1

4.464 0 8.464 A2 1
5
1
7
9 A3

A1
0.2316

A2 0.0277
A
0.0040
3

Evaluation of the properties of the rectangular wing (with A = a0 = 2):

N=3

CL A A1 4.572

dCL
4.572
d
0.176

(0.166 )

0.044
0.957

(0.051 )
(0.951 )

(4.583 )

A
n n 0
n 2 A1
N

N=20

Note: with 0.05: only 5% more induced drag than elliptical wing!

Effect of wing planform and aspect ratio

2

C
CDi L (1 )
A

a0
1 (a0 / A)(1 )

Values of and depend on planform and aspect ratio of the wing

Effect of wing planform on for

a tapered wing

example

A tapered wing with taper ratio

ct/cr = 0.3 is almost as good as
an elliptical wing!

Final conclusions
the effect of wing planform on the induced drag
2

C
CDi L (1 )
A
In order to reduce the induced drag it is more important
to increase the aspect ratio A than trying to approach the
elliptic lift distribution accurately
A tapered wing with taper ratio ct/cr = 0.3 is almost as
good as an elliptical wing and is much easier to
manufacture
Note that the parameter is a constant (i.e., independent
of ) only for a wing without twist!
Remember:
total drag = induced drag + profile drag (~ viscosity)

Wing theory - a summary

Lifting-line theory:
The wing is replaced by a bound vortex at the 1/4-chord line of the wing with
varying circulation (y): the lifting line
The trailing vortices form a flat sheet of distributed vorticity: the vortex wake

Limitations of the classical theory:

slender wings (large aspect ratio, or: span>>chord)
straight wings (no wing sweep)
moderate aerodynamic loading (no deformation of the vortex wake)
linear relation cl ~ eff

Extensions:
non-linear lifting-line theory:

cl ( eff )

methods where the wing is represented by a vortex-sheet (instead of a line):

lifting-surface / vortex-lattice methods

A numerical nonlinear lifting-line method

Given the wing shape and the angle of attack :
1. Divide the wing in spanwise positions: yn
2. Assume an initial circulation distribution

n=(yn), e.g. elliptical

3. Calculate the induced angle of attack:
1
i ( yn )
4V

4. Calculate:

(d / dy)
(evaluate the integral
dy
( yn y )
numerically)
b / 2
b/2

eff ( yn ) i ( yn )

5. Calculate lift coefficient: cl ( yn ) cl ( eff ( yn ))

6. Update circulation: ( yn )

V c( yn )
cl ( yn )
2

iterate until
convergence
(under relaxation

5.5 Lifting-surface theory (principle)

V

( y)
wing

wake
(streamwise
vorticity)

Lifting line:
wing represented by a vortex filament
(only spanwise vorticity)

valid only for slender wings

Lifting surface:
wing represented by a vortex sheet with
distributed spanwise and chordwise
vorticity

Lifting-surface theory - numerical implementation

3D vortex-panel methods:
the wing is represented by panels with distributed vorticity
(three-dimensional extension of the vortex-panel method in section 4.9)
Vortex-Lattice methods:
distributed vorticity is concentrated into a lattice of horseshoe vortices

A single horseshoe vortex

The vortex-lattice system on a finite wing

SISTEMAS HIPERSUSTENTADORES.
SLAT

Son superficies hipersustentadoras que actan de modo

similar a los flaps. Situadas en la parte anterior del ala, al
deflectarse canalizan hacia el extrados una corriente de aire
de alta velocidad que aumenta la sustentacin permitiendo
alcanzar mayores ngulos de ataque sin entrar en prdida.
Se emplean generalmente en grandes aviones para aumentar
la sustentacin en operaciones a baja velocidad (aterrizajes y
despegues), aunque tambin hay modelos de aeroplanos
ligeros que disponen de ellos.

SISTEMAS HIPERSUSTENTADORES.
FLAPS.

SISTEMAS HIPERSUSTENTADORES.
FLAPS.
Los flaps son dispositivos hipersustentadores, cuya
funcin es la de aumentar la sustentacin del avin
cuando este vuela a velocidades inferiores a aquellas
para las cuales se ha diseado el ala. Situados en la parte
interior trasera de las alas, se deflectan hacia abajo de
forma simtrica (ambos a la vez), en uno o ms ngulos,
con lo cual cambian la curvatura del perfil del ala (ms
pronunciada en el extrados y menos pronunciada en el
intrados), la superficie alar (en algunos tipos de flap) y el
ngulo de incidencia, todo lo cual aumenta la sustentacin
(y tambin la resistencia).

SISTEMAS HIPERSUSTENTADORES.
FLAPS
Sencillo. Es el ms utilizado en aviacin ligera. Es una porcin de la parte posterior del ala.
De intrados. Situado en la parte inferior del ala (intrados) su efecto es menor dado que solo afecta
a la curvatura del intrados.
Zap. Similar al de intrados, al deflectarse se desplaza hacia el extremo del ala, aumentando la
superficie del ala adems de la curvatura.
Fowler. Idntico al flap zap, se desplaza totalmente hasta el extremo del ala, aumentando
enormemente la curvatura y la superficie alar.
Ranurado. Se distingue de los anteriores, en que al ser deflectado deja una o ms ranuras que
comunican el intrados y el extrados, produciendo una gran curvatura a la vez que crea una
corriente de aire que elimina la resistencia de otros tipos de flaps.
Krueger. Como los anteriores, pero situado en el borde de ataque en vez del borde de salida.

SISTEMAS HIPERSUSTENTADORES.
FLAPS.
Los flaps nicamente deben emplearse en las maniobras de despegue,
aproximacin y aterrizaje, o en cualquier otra circunstancia en la que sea
necesario volar a velocidades ms bajas que con el avin "limpio".
Los efectos que producen los flaps son:
Aumento de la sustentacin.
Aumento de la resistencia.
Posibilidad de volar a velocidades ms bajas sin entrar en prdida.
Se necesita menor longitud de pista en despegues y aterrizajes.
La senda de aproximacin se hace ms pronunciada.
Crean una tendencia a picar.
En el momento de su deflexin el avin tiende a ascender y perder
velocidad.

SISTEMAS HIPERSUSTENTADORES.
SLOT

En muchos casos su despliegue y repliegue se

realiza de forma automtica; mientras la presin
ejercida sobre ellos es suficiente los slats
permanecen retrados, pero cuando esta
presin disminuye hasta un determinado nivel
(cerca de la velocidad de prdida) los slats de
despliegan de forma automtica.

FLAPS Y SLATS.

Slat desplegado.
Flap desplegado.

FLAPS Y SLATS.

Flujo sobre Slat.

Flujo sobre Flap.

FLAPS Y SLATS.

Efecto al desplegar flap.

Efecto al desplegar slat.

http://www.youtube.com/watch?v=a4V8W31YwTQ