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Some Aspects of
STOL Aircraft Aerodynamics
John L. Loth
730328
Downloaded from SAE International by Indian Institute of Technology - Chennai, Sunday, October 25, 2015
Downloaded from SAE International by Indian Institute of Technology - Chennai, Sunday, October 25, 2015
730328
Some Aspects of
STOL Aircraft Aerodynamics
John L. Loth
ABSTRACT
lift distribution.
Downloaded from SAE International by Indian Institute of Technology - Chennai, Sunday, October 25, 2015
2
From Eq. 1, it can be seen that if one increases the wing area
in transition from cruise to STOL, then this increases the
so that the Cpav for the (see entire wing can in crease signif cantly
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the airfoil surface, then the drag coefficient of the airfoil will
Cdblown= Cdunblown
the flap hinge to create the blown flap where flap deflec
tions up to 60 deg can be used without stall. The average
uniformly over the entire span and has a high lift augmenta
tion ratio and good blowing momentum thrust recovery.
However, in the high-speed cruise mode, it is essential that
one converts in flight from a blunt trailing edge to a sharp
trailing edge for low drag.
For future transport STOL aircraft with multiple turbo
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4
For higher blowing rates in the range 2 < Cu < , one can
avoid the complexity of the blown flap or the augmenter
wing and employ a simple jet flap, where the jet is ejected
at a downward angle from the trailing edge of airfoil. The
blowing thrust requirements are the highest and the lift
augmentation the lowest. However, thrust recovery is good
because there are no wall shear losses for the jet prior to
separation from the airfoil. This technique is probably the
most suitable when the propulsive wing has been developed
can consider that the blowing jet mass flow rate is proportional
to the jet velocity and the blowing coefficient Cu is propor
tional to the square of the jet velocity, while the blowing
power is proportional to the third power of the jet velocity or
to(CM)3/2
andCdfuselage.
Cdviscousw
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5
tion, the stall characteristics are different from conventional
way disappear into a built-in cavity of the wing (Fig. 3). The
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6
cost and complexity, and nature of the basic propulsion sys
tem.
ACKNOWLEDGMENTS
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