Quote:
Originally Posted by VO101_MMaister
You are amazing guys... How the hell did you end up on the spit`s high speed stall characteristic in a thread about the leading edge slats of the 109?????
There are no spinproof airplanes, there ones which are hard to put in a spin. The wing is stalled when the airflow become turbulent over the whole upper wing area and so it looses its lifting effect. The slats ensure a laminar flow over the outer wing around the ailerons at low speed so you have some more control before the wing stall. No magic here. It can postpone the stall but it won`t eliminate it.
The spin is when only one of the wing is stalled due to the asymmetrical flow. The slats could open independently, so they could prevent a spin by opening only on the wing which was just about the stall. But again it was only postponing the spin in this case and gave you more control.
On the other hand the slats could make a fuss, when only one of them opened due to some mechanical failure, and it resulted an asymmetrical lift and so an unpredicted spin at low speed. Also they raised the drag when they were open, what meant quicker de-accceleration.
I have never flown an aircraft with slats, so no practical experience here, but as I understand Crumpp did, and he gave a quite good description about the acting of such an airplane.
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Thx for reminding this.
Spin is not only the result of the stall of one wing. The drag diff. is also important (stall = high drag). If only one Slat is deployed then this a factor aggravating the likelihoods of a spin.
But regarding the deceleration, remind that at low speed 1000hp is by far enough to offset the drag penality such as in the case of a WWII fighter. So far that the size of the slats were reduced in span on the F to put them out of the propeller stream.