Originally posted by tetons9
Well we can argue about this all day, however I work for Boeing/McDonnell Douglas and I am sure of what their designations are.
...and again, i see no evidence of this...
One final thing, for boundary layer control on the F-4 there were a series of small holes that were exposed when the leading edge flaps were extended that blew engine bleed air into the boundary layer to reinforce it to help prevent separation.
Just another item to help keep the discusion interesting.
Larry
Yes, and i'm guessing that the F-104 was the first to use that system..... Doesn't see where it fits into the discussion though...
Originally posted by tetons9
Ramprat,
You misunder stood me about slat,slot,le flaps being used on near or supersonic aircraft. At those speed these devices are out of the picture as far as performance goes. It is only at the low or landing speeds that these devices are used to provide more lift at lower speeds.
Larry
You're kidding!
I did write the definitions of the three devices earlier in this topic, so i'm quite sure what they're there for... ...and only one of them help provide more lift at lower speeds, the L.E. Flap...
The two others delay the separation of the boundary layer, thus allowing the wing to have a higher AOA without stalling.
I could have sworn that this is kindergarden-material when it comes to aerodynamics, so i simply do not believe you're working with aerodynamics for Boeing...
Sorry Larry, but claiming to work for Boeing/ McDD doesn't impress me....