Quote:
Modern slats may be intended to achieve improvements in lift at low speeds in the same way as the 109's slats, but they are not all the same design as the 109's. Gaps are almost imperceptible in comparison to the 109's when not deployed, when deployed, they move forward almost seamlessly, there is nothing in the way of the large open gaps displayed by the 109's slats when deployed. Modern leading edge flaps are a completely different system. These modern leading edge flaps are also computer controlled, with a degree of sophistication in their deployment which makes the 109's slats appear crude at best.
Slats of the 109 era do confer some benefits, but they also impose penalties.
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You must be trolling in this reply.
LE flaps are completely different in the aerodynamics from slots or automatic slats.
LE flaps change the camber of the wing and slots/automatic slats energize the boundary layer.
Do you know what a camber change means and how it looks on the polar? A camber changes shifts the entire polar to the left. This has the effect of producing the same coefficient of lift at a lower angle of attack. TE flaps are also camber changers and this is the primary reason we use them on landing. It allows the nose to be lowered so the pilot can see the runway without sacrificing coefficient of lift. Depending on the design, the flap can also raise the maximum coefficient of lift but this too will shift to the left on the polar.
While they are both high lift devices, you are comparing apples and oranges so your post makes no sense at all.