A maximum lift coefficient of 2.64 was measured at a Reynolds number of 1.0 × 10 6. A difference of about 0.5U ∞ between upper and lower surface velocities at the trailing edge was achieved, even though the thick boundary layers near the trailing edge tend to reduce the effect of camber. The results showed that the new wing section behaved qualitatively as expected. The practical possibilities of using this technique for increased maximum lift were examined by designing a high lift wing section and testing it in the University of Alberta Low Turbulence Wind Tunnel. The introduction of camber over the rear part of the wing section should produce the required increase in trailing edge velocity on the upper surface. An increase in the upper surface velocity at the trailing edge would allow the whole top surface velocity distribution to be raised resulting in a considerable increase in maximum lift. The height of the rooftop, which essentially determines the maximum lift coefficient, is limited by the amount of recovery attainable without separation of the turbulent boundary layer. The optimum upper surface velocity distribution consists of a constant high velocity “rooftop” over the forward part of the wing section followed by transition and an optimised turbulent boundary layer recovery region to the trailing edge. It was also found that the lift coefficient increased 5.9 times when compared to a single-element Eppler E421 airfoil.This paper investigates the possibility of increasing the maximum lift of a single element wing section by the introduction of camber near the trailing edge. Lift coefficient improved by 8.9% compared to the baseline design. Finally, these data were plotted to choose the best rigging in terms of maximum lift coefficient and to better understand the sensitivity of lift and drag coefficients to these parameters. Likewise, booms with larger lifts will cost more. Usually, in high-lift airfoils, the wings are equipped with a flap system to produce the maximum possible lift, reducing landing speed, producing high lift-to-drag ratio, and reducing weight and mechanical complexity. Compared to the above diesel boom, an electric boom of the same size will cost 242/day. High-lift airfoils play a key role in creating the high lift-to-drag ratios essential for high-speed cruises. The lift coefficient was improved by varying the flaps' overlaps, gaps, and deflection angles sequentially, thus testing 31 rigging combinations. Boom lift prices will vary depending on power type as well. Starting with a baseline design using the understanding of high-lift airfoils, all elements were arranged using an Eppler E421 profile. The k- SST model includes the transport effects into the eddy-viscosity formulation, whereas the two equations of transition momentum thickness Reynolds number and intermittency should further consider transition effects at low Reynolds number. The NACA 64(2)-415 airfoil exhibits a high lift-to-drag ratio at low angles of attack, indicating that it is an efficient airfoil design for generating lift with minimal drag. Such model adds two further equations to the k- SST model resulting in an accurate prediction for the amount of flow separation due to adverse pressure gradient in low Reynolds number flow. The numerical solver uses the Reynolds-averaged Navier-Stokes (RANS) equation model coupled with the Langtry-Menter four-equation transition shear stress transport (SST) turbulence model. Abstract : A two-dimensional model of three elements, high-lift airfoil, was designed at a Reynolds number of 106 using computational fluid dynamics (CFD) to generate downforce with good lift-to-drag efficiency for a formula student open-wheel race car basing on the nominal track speeds.
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