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#26 NSwanberg

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Posted 02 September 2020 - 01:54 AM

" Who SWISSed my car?


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#27 Martin

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Posted 02 September 2020 - 12:37 PM

Tuhansien reikien Folkkari

 

https://www.google.c...eikien Folkkari


Martin Windmill

#28 elvis44102

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Posted 02 September 2020 - 04:32 PM

From my reading boundary layer stuff was explored in the 60s and found too much duct work to make it practical.


John Wisneski

#29 SlotCarsten

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Posted 03 September 2020 - 06:09 AM

"I don't have a whole lot to say abouth this project"


Carsten Grønnemann
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#30 Bill from NH

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Posted 03 September 2020 - 07:19 AM

"Fun at the Car Wash"  :laugh2:  :laugh2:


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Bill Fernald
 

I intend to live forever!  So far, so good.  :laugh2:  :laugh2: 


#31 Dave Crevie

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Posted 03 September 2020 - 09:23 AM

Serious research into how the boundary layer effects wing performance started during WWII, and is why the P-51 wing has a different cross section than was previously used. Designers learned that pushing the crown further back let the boundary layer near the leading edge, where pressure was greatest, effectively change the dynamics of the wing. Since then, a lot has been done regarding boundary layers, including how they change above the speed of sound. Original tests involving ducting air through the wing gave minimal results, but the new technology of carbon fiber composites allows the ducting to be integrated into the skin of the wing. 

 

An interesting new technology is the PRANDTL-D wing, which at it's basis, reverts to the system the Wright brothers used on their original "Flyer"; wing warping. They controlled the attitude of the Flyer by twisting the wings, causing the air to flow differently over the wings on each side. In their effort to eliminate moveable control surfaces, which are highly inefficient, designers are going to the theory that changing wing geometry during flight can improve response, as well as fuel efficiency.   


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