![]() The Table of Contents is also cross-referenced click on the section you’re looking for to travel there instantly. Throughout this text, there will be cross-references to other parts of the manual, as well as hyperlinks to web pages. The latest version of the manual will always be available from the X‑Plane Developer web site. This is version 12 of the manual to Airfoil Maker. Last updated: 14 September 2022 About This Manual Stall Minimum and Maximum Angle of Attack.Coefficient of Moment at High-Alpha Change Point.Coefficient of Moment at Low-Alpha Change Point.Coefficient of Moment High-Alpha Change Point.Coefficient of Moment Low-Alpha Change Point. ![]() Coefficient of Drag at Angle of Attack of 10 Degrees.Coefficient of Lift at Which Minimum Drag Occurs.Coefficient of Lift Drop from Stall to 20 Degrees.Coefficient of Lift Curvature After the Stall.Coefficient of Lift Immediate Drop at Stall.Coefficient of Lift Curvature Near the Stall.“In doing so, I am confident that we helped pave the way to seeing a laminar wing flying on future transport aircraft. “The UHURA project successfully manufactured Krueger technology and helped remove some obstacles in its implementation,” concludes Wild. Having proven the feasibility of current Krueger flap design as a means of enabling laminar wing technology, researchers compiled guidelines for implementing the technology into aircraft design, including recommendations for system architectures. “This discovery highlights how the experimental and simulation data provides a very complete view of the impact Krueger flap motion has on an aircraft and the actions that need to be taken to ensure aircraft safety,” adds Wild. ![]() One important discovery was that the wing sweep and three-dimensionality of the flow do not amplify lift drop. “We wanted to understand the sensitivities in different aspects of wing design, such as the impact of wing sweep and deflection speed, all of which could drive implementation,” notes Wild. Using this information, researchers turned their attention to discovering and assessing critical unsteady flow features. Assessing critical unsteady flow features “This data set will prove extremely useful, not only in future research efforts on the aerodynamic behaviour of Krueger flaps, but also for validating simulation methods,” remarks Wild. The result of this effort is a globally unique source of unsteady data in the low-speed flow regime. “This phase was particularly critical as Krueger flaps tend to partially shield the wing against airflow, meaning a significant transient lift loss cannot be excluded,” says Wild.Īs there was no data available, to prove the validity of their simulations, researchers needed to create a database from wind tunnel tests and then compare these to their simulation results. To start, researchers looked at qualifying the simulation methods for predicting the unsteady flow of deflecting high-lift systems. “These lift enhancement devices, which can be fitted to the leading edge of an aircraft wing, have the potential to be a key enabler of laminar wing technology,” explains Wild. With the support of the EU-funded UHURA project, DLR led an industry effort to advance Krueger flaps. “Laminar flow technology is seen as the biggest source of aerodynamic drag reduction, promising a significant reduction in fuel burn and CO2 emissions,” says Jochen Wild, a senior researcher from the Institute of Aerodynamics and Flow Technology at the German Aerospace Center (DLR). One of those technologies is laminar wing technology – a wing design that decreases friction and drag by enabling a smooth flow of air over the aircraft’s wings. In fact, according to the International Civil Aviation Organization (ICAO), improvements in aerodynamic, propulsion and lightweight material technologies have a direct link to reducing aircraft emissions. Other than using alternative fuels such as sustainable aviation fuel (SAF), increasing aircraft efficiency is seen as one of the most promising approaches to decreasing emissions. As such, the sector is under increasing pressure to reduce its carbon footprint. The global aviation industry is responsible for nearly 2.5 % of all human-caused CO2 emissions and 12 % of all CO2 emissions coming from all modes of transportation.
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