Timeline for Why do Leading Edge Flaps (LEFs) create lift while down at slow speeds, but decrease lift while down at higher speeds?
Current License: CC BY-SA 4.0
19 events
| when toggle format | what | by | license | comment | |
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| S May 3, 2022 at 17:47 | history | bounty ended | CommunityBot | ||
| S May 3, 2022 at 17:47 | history | notice removed | user14897 | ||
| May 2, 2022 at 14:35 | history | edited | user14897 | CC BY-SA 4.0 |
emphasis; title grammar; tags
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| S May 2, 2022 at 14:31 | history | bounty started | CommunityBot | ||
| S May 2, 2022 at 14:31 | history | notice added | user14897 | Reward existing answer | |
| Apr 15, 2022 at 0:00 | history | tweeted | twitter.com/StackAviation/status/1514755415917092876 | ||
| Apr 5, 2022 at 6:41 | comment | added | ROIMaison | Have a look at this question. In general the wing alone is best at generating the most lift per drag, so the moment you don't need the extra lift anymore, you close all high lift devices, to maximize lift over drag. | |
| Apr 5, 2022 at 6:41 | answer | added | Koyovis | timeline score: 4 | |
| Apr 5, 2022 at 5:44 | answer | added | Jan Hudec | timeline score: 2 | |
| Apr 1, 2022 at 15:30 | comment | added | quiet flyer | Re " However, when flying around at higher speeds (let's say 500-600 knots), the left LEF going down and the right LEF going up causes the aircraft to roll left." -- the question would benefit from an explanation of how you know this to be true. Personal experience? Outside sources? Not saying it's implausible, but some of us would like to know how you know this to be true. But doesn't it make sense that at low AoA, the LE flap would just sort of act as a front-mounted aileron? | |
| Apr 1, 2022 at 4:10 | answer | added | George Geo | timeline score: -2 | |
| Sep 18, 2020 at 18:41 | answer | added | MaximEck | timeline score: 5 | |
| Sep 18, 2020 at 16:18 | answer | added | Abdullah is not an Amalekite | timeline score: 2 | |
| Apr 7, 2018 at 16:25 | comment | added | Tom D | @RAC F-16, F-18, to name a couple. Perhaps I should've worded the question differently. Say, for example, the left LEF of an F-16 gets stuck in the down position... The aircraft will have a left roll tendency for the rest of flight because the left wing is now producing less lift. Why, then, do we put LEFs in the down position when coming in for a landing? Is it to increase camber to allow the aircraft to maintain the same wing angle of attack at slower speeds without stalling? | |
| Apr 6, 2018 at 8:26 | comment | added | RAC | 2. >>the left LEF going down and the right LEF going up causes the aircraft to roll left<< This NEVER happens. Leading edge devices are always moved symmetrically. | |
| Apr 6, 2018 at 8:25 | comment | added | RAC | 1. I don't know of ANY fighter aircraft with Leading-Edge Flaps. Slats yes, but not Flaps. | |
| Apr 5, 2018 at 18:23 | comment | added | CrossRoads | Drag is drag, get rid of it as soon as it is not needed. Even in my 'litte' Cessna Cardinal, with 180 HP, flaps are retracted as soon the benefit of slow speed lift is overcome by sufficient lift being generated by higher climb/cruise speed. That's only 10 degrees on takeoff, just to help get over obstructions. After they are just drag. Back down again for landing for more lift at lower speeds, all the way to 30 degrees for touchdown. | |
| Apr 5, 2018 at 17:43 | review | First posts | |||
| Apr 5, 2018 at 17:55 | |||||
| Apr 5, 2018 at 17:41 | history | asked | Tom D | CC BY-SA 3.0 |