7/18/2022

Handley Page Slots

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Slats are aerodynamic surfaces on the leading edge of the wings of fixed-wing aircraft which, when deployed, allow the wing to operate at a higher angle of attack. A higher coefficient of lift is produced as a result of angle of attack and speed, so by deploying slats an aircraft can fly at slower speeds, or take off and land in shorter distances. They are usually used while landing or performing maneuvers which take the aircraft close to the stall, but are usually retracted in normal flight to minimize drag.

File:Wing.slat.600pix.jpg
  • Part of the work completed by Handley Page during the early 1920s, in an attempt to satisfy a standing Fleet Air Arm (FAA) requirement of 1920 for a modern carrier-based torpedo bomber, was the 'Hendon'.
  • These aircraft differed from the prototype and the aircraft flown by the RAF in having Handley-Page slots fitted to the upper wings. This was followed by the first order for 12 aircraft from the RAF, placed in May 1935 with the first production aircraft, serial number K5772, flying on 16 March 1936. In RAF service the type was named the Walrus.
The position of the leading-edge slats on an airliner (Airbus A310-300). In this picture, the slats are drooped, note also the extended trailing edge flaps.
Slats on the leading edge of an Airbus A318 of Air France
Automatic slats of a Messerschmitt Bf 109

These aircraft differed from the prototype and the aircraft flown by the RAF in having Handley-Page slots fitted to the upper wings. This was followed by the first order for 12 aircraft from the RAF, placed in May 1935 with the first production aircraft, serial number K5772, flying on 16 March 1936. In RAF service the type was named the Walrus. Handley Page Ltd Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.) 1921-05-14 Filing date 1921-05-14 Publication date 1922-05-14 Application filed by Handley Page Ltd filed Critical Handley Page Ltd.

File:Bmi a319-100 g-dbca closeup arp.jpg
The wing of a landing bmiAirbusA319-100. The slats at the leading edge and the flaps at the trailing edge are extended.
The Fieseler Fi 156Storch had permanently extended slots on its leading edges (fixed slats).

Types

Types include:

Automatic
The slat lies flush with the wing leading edge until reduced aerodynamic forces allow it to extend by way of aerodynamics when needed. Sometimes referred to as Handley-Page slats.
Fixed
The slat is permanently extended. This is sometimes used on specialist low-speed aircraft (these are referred to as slots) or when simplicity takes precedence over speed.
Powered
The slat extension can be controlled by the pilot. This is commonly used on airliners.

Operation

The chord of the slat is typically only a few percent of the wing chord. The slats may extend over the outer third of the wing, or they may cover the entire leading edge. Many early aerodynamicists, including Ludwig Prandtl believed that slats work by inducing a high energy stream to the flow of the main airfoil thus re-energizing its boundary layer and delaying stall.[1] In reality, the slat does not give the air in the slot high velocity (it actually reduces its velocity) and also it cannot be called high-energy air since all the air outside the actual boundary layers has the same total heat. The actual effects of the slat are:[2][3]

The slat effect
The velocities at the leading edge of the downstream element (main airfoil) are reduced due to the circulation of the upstream element (slat) thus reducing the pressure peaks of the downstream element.
The circulation effect
The circulation of the downstream element increases the circulation of the upstream element thus improving its aerodynamic performance.
The dumping effect
The discharge velocity at the trailing edge of the slat is increased due to the circulation of the main airfoil thus alleviating separation problems or increasing lift.
Off the surface pressure recovery
The deceleration of the slat wake occurs in an efficient manner, out of contact with a wall.
Fresh boundary layer effect
Each new element starts out with a fresh boundary layer at its leading edge. Thin boundary layers can withstand stronger adverse gradients than thick ones.[3]

The slat has a counterpart found in the wings of some birds, the alula, a feather or group of feathers which the bird can extend under control of its 'thumb'.

History

Slats were first developed by Gustav Lachmann in 1918. A crash in August 1917, with a Rumpler C aeroplane on account of stalling caused the idea to be put in a concrete form, and a small wooden model was built in 1917 in Cologne. In 1918, Lachmann presented a patent for leading-edge slats in Germany. However, the German patent office at first rejected it as the office did not believe in the possibility of increasing lift by dividing the wing.[4][5]

Independently of Lachmann, Handley Page Ltd in Great Britain also developed the slotted wing as a way to postpone stall by reducing the turbulence over the wing at high angles of attack, and applied for a patent in 1919; to avoid a patent challenge, they reached an ownership agreement with Lachmann. That year a De Havilland D.H.9 was fitted with slats and flown.[6] Later, a D.H.4 was modified as a monoplane with a large wing fitted with full span leading edge and back ailerons (i.e. what would later be called flaps) that could be deployed in conjunction with the leading-edge slats to test improved low speed performance.[7] Several years later, having subsequently taken employment at the Handley-Page aircraft company, Lachmann was responsible for a number of aircraft designs, including the Handley Page Hampden.

Licensing the design became one of the company's major sources of income in the 1920s. The original designs were in the form of a fixed slot in the front of the wing, a design that was found on a number of STOL aircraft.

During World War II, German aircraft commonly fitted a more advanced version that pushed back flush against the wing by air pressure to reduce drag, popping out when the angle of attack increased during slower flight. Notable slats of that time belonged to the German Fieseler Fi 156Storch. These were similar in design to retractable slats, but were fixed non-retractable slots. The slotted wing allowed this aircraft to take off into a light wind in less than 45 m (150 ft), and land in 18 m (60 ft). Aircraft designed by the Messerschmitt company employed automatic, spring-loaded leading-edge slats as a general rule, except for the Alexander Lippisch-designed Messerschmitt Me 163B Komet rocket fighter, which used fixed slots built integrally with, and just behind the wing panel's outer leading edges instead.

Post World War II, slats have generally been operated by hydraulics or electricity on larger aircraft.

Slats are one of several high-lift devices used on airliners, such as flap systems running along the trailing edge of the wing.

Research

Several technology research and development efforts exist to integrate the functions of flight control systems such as ailerons, elevators, elevons, flaps, and flaperons into wings to perform the aerodynamic purpose with the advantages of less: mass, cost, drag, inertia (for faster, stronger control response), complexity (mechanically simpler, fewer moving parts or surfaces, less maintenance), and radar cross section for stealth. These may be used in many unmanned aerial vehicles (UAVs) and 6th generation fighter aircraft. One promising approach that could rival slats are flexible wings.

In flexible wings, much or all of a wing surface can change shape in flight to deflect air flow. The X-53 Active Aeroelastic Wing is a NASA effort. The Adaptive Compliant Wing is a military and commercial effort.[8][9][10]

See also

References

  1. ↑Theory of wing sections, Abbott and Doenhoff, Dover Publications
  2. ↑High-Lift Aerodynamics, A.M.O. Smith, Journal of Aircraft, 1975
  3. ↑ 3.03.1High-Lift Aerodynamics, by A. M. O. Smith, McDonnell Douglas Corporation, Long Beach, June 1975
  4. ↑NACA Technical notes, No. 71. Experiments with slotted wings. 1921.
  5. ↑http://naca.central.cranfield.ac.uk/reports/1921/naca-tn-71.pdf
  6. ↑F. Handley Page 'Developments In Aircraft Design By The Use Of Slotted Wings'Flight, December 22, 1921, photo page 844 of converted D.H.9 for testing of slotted wings
  7. ↑F. Handley Page 'Developments In Aircraft Design By The Use Of Slotted Wings'Flight, December 22nd 1921, photo page 845 of converted D.H.4 for testing of slotted wings
  8. ↑Scott, William B. (27 November 2006), 'Morphing Wings', Aviation Week & Space Technology<templatestyles src='Module:Citation/CS1/styles.css'></templatestyles>
  9. ↑'FlexSys Inc.: Aerospace'. Retrieved 26 April 2011.<templatestyles src='Module:Citation/CS1/styles.css'></templatestyles>
  10. ↑Kota, Sridhar; Osborn, Russell; Ervin, Gregory; Maric, Dragan; Flick, Peter; Paul, Donald. 'Mission Adaptive Compliant Wing – Design, Fabrication and Flight Test'(PDF). Ann Arbor, MI; Dayton, OH, U.S.A.: FlexSys Inc., Air Force Research Laboratory. Retrieved 26 April 2011.<templatestyles src='Module:Citation/CS1/styles.css'></templatestyles>

External links

Wikimedia Commons has media related to Leading-edge flaps.
Retrieved from 'https://infogalactic.com/w/index.php?title=Leading-edge_slats&oldid=5429699'
Wing for aircraft Download PDF

Info

Publication number
US1433030A
US1433030AUS469402AUS46940221AUS1433030AUS 1433030 AUS1433030 AUS 1433030AUS 469402 AUS469402 AUS 469402AUS 46940221 AUS46940221 AUS 46940221AUS 1433030 AUS1433030 AUS 1433030A
Authority
US
United States
Prior art keywords
sections
slots
US469402A
Inventor
Handley Page Ltd
Original Assignee
Application filed by Handley Page LtdfiledPriority to US469402ApriorityPriority claimed from US581824Aexternal-prioritypatent/US1496733A/en
Priority claimed from US581823Aexternal-prioritypatent/US1496732A/en
Critical
Criticalpatent/US1433030A/en
Critical
Critical281000175653Handley Pagecompanies0.000239000003570airSubstances0.000241000287182SturnidaeSpecies0.000238000010276constructionMethods0.000238000006073displacement reactionsMethods0.000230000000694effectsEffects0.000280000528844i, Ltd.companies0.000230000002265preventionEffects0.000
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C21/00—Influencing air-flow over aircraft surfaces by affecting boundary-layer flow
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C2230/00—Boundary layer controls
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C2230/00—Boundary layer controls
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T50/00—Aeronautics or air transport
  • Handley Page 0/400

    T 0 all whom it may concern: I

    Be it known that I, FREDERICK HANDLEY PAGE, a subject of the King of Great Britain, residing at London, England, have invented certain new and useful Improvements in Wings for Aircraft, of which the following is a specification.

    In the specification of United States Patent'No. 1353666, dated 21st September. 1920, an invention has been described in which a slot or slots is or are formed in the leading portion of a wing extendin in a direction transverse to the direction of flight, in order to admit of the passage of air from the under side to the upper side, so as to prevent the burbling effect which takes place with wings when inclined to the air at a large angle of incidence, and by prevention of that burbling permitting the wings to be flown at still greater angles, and greatly improved lift coeflicient being thereby obtained.

    Ina wing having slots of this kind, the wing has been considered as composed of a main wing and one or more auxiliary wings set in front of the leading edge thereof, and it has been stated in the specification that the auxiliary wings are set at a less angle of incidence than the main wings. Thus if there is a difierence in angle of 30 between the chord of the main wing and the chord of the auxiliary wing, and the main wing happens to be at an angle of incidence of plus 10, then the angle of incidence of the auxiliary wing would be minus 20.

    ccording to the present invention a wing structure for aircraft is composed of a plurality of wing sections each of wing form extending transversely to the longitudinal axis of the machine, one wing section being' located rearward of the otherfrom the leading edge to the trailingedge of said wing structure; a plurality of curved rails are provided, extending transversely of said -wing sections, and one of said wing sections is fixed to the said rails. Means are then provided for slidab'ly connecting the other wing sections composing the wing structure to the said curved rails, to permit said slid able wing sections curved rails. 7

    Means are also provided for-sliding said movable'wing sections upon said rails relatively to said fixed wing section and to each to be slidden upon said other, to cause said wing sections to be brought into contactwith each other or to be separated from each other to form comparatively narrow through slots between the said wing sections, each slot extending in a direction transversely of the line of flight, and when so separated to cause said wing structure to be of greater chord than when said wing sections are in contact with each other and said slots closed. When said wing sections are separated from each other, the openings of said slots on the under side of the wing structure are in advance of the openings of said slots on the upper side of the wing structure, all such wing sections whether closed together or separated combining to make up the contour of a whole wing structure, in which portions of the surfaces of each wing section are contained in the contour line surrounding said wing structure.

    The term wing section is to be understood as a wing of comparatively high aspect ratio having leading and trailing edges, while the term wing structure used in this specification is to be understood as a structure comprising two or more of such wing sections arranged in tandem from the leading edge to the trailing edge of the wing structure, and all the said wing sections,'

    and is influenced by them, and each wing section is masked by the wing section immediately preceding it, and is also at a greater angle ofincidence than the wing sections preceding it. Thus in a wing divided into say five wing sections the leading section may be at an angle of say minus40 the next section at minus 25 the next at minus 10 the next at plus 5 and the last at plus 20.

    These examples of relative angles of ,incidence are given not as suitable relative angl'es ofthe wing sections but as an explana tion of the terms referred to.

    The invention will be further described with reference to the accompanying drawings. Figs. 1 and 2 are views showing a construction in which the wing sections are so mounted the wing structure as to per-- mit of angular adjustment simultaneously with bodily displacement of the wing sections.

    Referring to the drawings, the wing sections 1 are slidable in direction with the lever 12, the ends of the rods 13 being pivot rails, and means for sliding said movable o -curved rails 11 from the ally connected near the trailing edges of the wing sections 1 forward of the lever 12, and being pivotally connected near the leading edges of the wing sections 1 rearward vof the lever 12. Obviously there may be a plurality of such levers 12, and whether tliere is one lever 12 or a plurality, said lever or levers is or are mounted upon a shaft 14,

    by the-angular adjustment of which shaft 14 the wing sections 1 will be slidden on the osition shown at Fig. 1 where the wing sections are in contact with each other, to the position at Fig. 2 where the wing sections are separated to form slotsr between themselves and. also where the chord of thewing structure is increased.

    VVhat I claim as my invention and desire to secure by Letters Patent is 1. A wing .structure for aircraft, comprised by a plurality of wing sections each of wing form and all extending transversely to the direction of flight, one located rearward .of the other from the leading edge to the trailing edge of said wing structure, a

    plurality of curved rails extending transversely of said wing sections, means for fix-' 'mg one of said wing sections'to said rails, means for slidably connecting the other wing sections composing the wing structure to sa d curved rails to permit said slidable wing sectlonsto be slidden upon said curved wing sections upon said rails relatively to said fixed wing section and to each other to cause-said wing sections to be brought into contact with each other or to be separated from each other to form comparatively narrow through slots between said wing sections each slot. extending in a direction tranversely of the line of flight and when so separated to cause said wing structure to be two-arme said slots closed, the openings of said slots on the under side of said wing structure being located in advance of the openings of said slots on the upper side of said wing structure, all said wing sections whether closed together or separated being contained within contour lines of wing forms surrounding said wing structure.

    Handley Page Slots Game

    2. A wing structure for aircraft, comprised by' a plurality of wing sections each of wing form and all extending transversely to the direction of flight, one located rearward of the other from the leading edge to the trailing edge of said wing structure, a plurality of curved rails extending transversely of said wing sections, means for fixing one of said wing sections to said rails, means for slidably connecting the other wing sections composing the wing structure to said curved rails to permit said slidable wing sections to be slidden upon said curved rails, and a two armed lever, a pivot connecting said two-armed lever to said fixed wing section, connecting rods pivoted to the upper arm of said two-armed lever and pivoted to the trailing edges of said wing sections forward of said lever, and connecting rods ivoted to the lower arm of said 5 lever extending rearwardly and pivoted to the leading edges of said wing sections rearward of said two-armed lever for sliding said movable wing sections upon said rails relatively to said fixed wing section and toeach other to cause said wing sections to be brought into contact with each other or to be separated from each other to form comparatively narrow through slots between said wing sections each slot extending in a direction transversely of the line of flight and when so separated to cause said wing structure to be of greater chord than when said wing sections are in contact with each other and said slots closed, the openings .of said slots on the under side of said wing structure being located in advance of the openings of said slots on the upper side of said wing structure, all said wing sections whether closed together or separated being contained within contour lines of wing forms surrounding said wing structure.

    In witness whereof I have hereunto set my hand in the presence of two witnesses.

    FREDERICK HANDLEY PAGE.

    Witnesses:

    Handley

    THOMAS WILLIAM Rooms, WILLIAM A. MARSHALL.-

    US469402A1921-05-141921-05-14Wing for aircraft Expired - LifetimeUS1433030A (en)

    Priority Applications (1)

    Application NumberPriority DateFiling DateTitle
    US469402AUS1433030A (en) 1921-05-141921-05-14Wing for aircraft
    US581822AUS1496731A (en) 1921-05-141922-08-14Wing for aircraft
    US1433030AtrueUS1433030A (en) 1922-10-24

    ID=23863644

    Family Applications (1)

    Application NumberTitlePriority DateFiling Date
    US (1) US1433030A (en)

    Cited By (4)

    * Cited by examiner, † Cited by third party
    Publication numberPriority datePublication dateAssigneeTitle
    US2538224A (en) *1945-11-131951-01-16Daniel R ZuckWing with interconnected flap and nose slat
    US6905092B2 (en) 2002-11-202005-06-14Airfoils, IncorporatedLaminar-flow airfoil

    Handley-page Slot

    • 1921-05-14USUS469402Apatent/US1433030A/ennot_activeExpired - Lifetime

    • Handley Page Slots App

    Cited By (4)

    * Cited by examiner, † Cited by third party
    Publication numberPriority datePublication dateAssigneeTitle
    US2423803A (en) *1943-12-081947-07-08Edward A StalkerHigh lift device
    US6905092B2 (en) 2002-11-202005-06-14Airfoils, IncorporatedLaminar-flow airfoil

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