I have stated here previously that the boundary layer suction maybe requires jet engine for having enough power to be wasted for the suction. However, a knowledgeable friend just sent me couple of (more) links as he has used to do now for quite some time. (Thanks by the way). Interestingly enough on this ppt: www.aoe.vt.edu/~mason/Mason_f/LaminarFlowS04.ppt on page 17 it has been stated that the example case of Piper Super Cub only required 2.0 hp for suction. Another example was Cessna L-19 with 17 hp used for suction.
This is very interesting since taking 2-17 hp out of e.g. 200 total hp (=2 x Rotax 914) is quite doable. With smaller engine power as the previously discussed 2 x HKS700E, the available excess horse power for suction would be obviously smaller and taking 7 hp out of the available thrust would be unwelcome whereas taking only 2 hp out of it would be clearly still within limits of potentially feasible and that benefit outweights the loss.
The achieved Clmax increase with boundary layer suction is significant. If on the Cessna example the Clmax increased from 2.5 to 5.0, that makes a whole lot of difference in wing sizing and in turn this affects drag and efficiency significantly.
The downside is that if the wing sizing is done with the expectation of Clmax of 5.0, and then because of mechanical failure, the suction is not available, the stall speed in such emergency would be high. Also potential failure modes are that the suction disappears on final approach or shortly after takeoff.
How to mitigate this potential problem? The suction mechanism would need to be very reliable and most likely it should be doubled. In other words, in twin engine aircraft, either engine should alone be able to supply enough suction so that in case of engine failure of one suction pump failure, the aircraft would not crash but could still safely land on the airport (with the remaining engine and remaining suction pump).
Another way to mitigate the problem could be to not count on the achieved Clmax but only take the benefit of the drag reduction caused by the suction. There comes the question then of the justification of the added complexity. One of the unknown issue to me is that how water ingesting through the perforated skin would be dealt with - it would be pretty severe condition to have whole suction slot full of water. In addition to the suction not functioning properly, the wing would weight significantly more.
What the complexity adds to the manufacturing cost? For small commercial general aviation aircraft (which is targeted to masses and which does not try to achieve anything special but be good all-arounder) it could add more than is justified for the benefits gained from market - simplicity and low cost manufacturing drive these rather than the last decimals in the efficiency. However, for experimental prototype aircraft which is built on basis that price of a work hour is not counted, at least then this might be a feasible idea to incorporate. This would require more investigation, and it could depend quite much on the aircraft configuration, how much gains this could add and what kind of tradeoffs there are to be expected in turn.
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