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• Agoridera S42 - an exotic Squid ship A Starship is the major means of travel in No Man's Sky. 1 Summary 2 Characteristics 3 Starship Catalogue 3.1 Notable ships 4 Starship Archetypes 4.1 Shuttle - Low & Balanced Bonuses 4.2 Fighter - High Damage Bonus 4.3 Explorer - High Hyperdrive Bonus 4.4 Hauler - High Shield Bonus 4.5 Exotic - High & Balanced Stats 4.6 Living Ship - Large Tech Inventory.
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• The class has nothing to do with the number of slots. The 'wings' of the ship are what determine the range of slots it can have, and then that ship can be C, B, A, or in Med-High wealth systems, an S class. Exotics however, are always S class, and 15-20/4-6 slots.

The slat moves outwards and/or downwards to create a slot. The region of low static-pressure over the wing is now connected to the region of high static-pressure pressure under the wing. The energized airflow from under the wing is sucked up above the wing. The separation of airflow over the wing is delayed. Slats are aerodynamic surfaces on the leading edge of the wings of fixed-wing aircraft which, when deployed, allow the wing to operate at a higher angle of attack.A higher coefficient of lift is produced as a result of angle of attack and speed, so by deploying slats an aircraft can fly at slower speeds, or take off and land in shorter distances.

Cutouts at the rear top of the endplate

BAR pioneered this in 2000 with their BAR 002 car:
Author: Morio

Back in that era, it had a slightly different function and shape. BAR was a relative new team at the time and when it ran downforce comparisons to other teams, it got the impression the car generated too much drag compared to the competition (this later turned out to be false as it was actually lacking engine power). In order to cut drag, it made a cut out in the rear wing endplate. Rear wings had less restrictions during that time and were typically constructed as a one or two element aero foil in front, with the main 3 element wing behind to maximize downforce. In the space between these 2 wings, the endplate was cut out below the frontal aero foil and on top of the rear aero foil. This allowed to have higher pressure from the outside to be introduced. This reduced profile drag and induced drag, but also lowered downforce.

The cutout would be dropped the following year. Renault would however pick it back up in 2003 for the rear aero foil, as well as for the front aero foil a couple of times. They did this however only during tests to prepare for 2004. Tighter rules in 2004 limited the rear wing as we roughly know it today: a 2 element wing only. This got combined with a bigger endplate then necessary, forced by regulations. More team started to use such cutouts in 2004, and by 2005, everybody was using it.

There are several theories about the cutout:

The tip at the trailing edge of the endplate creates a vortex which rotates clockwise (again, with the orientation of the illustration in mind). This vortex, while not a particular strong one, weakens the wingtip vortex (which runs anti-clockwise) and reduces induced drag as a result. It also manipulates the path of the wingtip vortex as they are counter-rotating, which means they deflect each other:

This is a way to manipulate the path of the tip vortex. Teams do this in different ways. The shape of the cutout determines largely how aggressive these vortices deflect one another. Also note that while the underwing vortex and this trailing tip vortex are too counter-rotating, they do not seem to weaken each other as the underwing vortex does not travel close enough to have a significant effect.

Another theory is that the neutral pressure flow (which has a higher pressure then the flow underneath the wing) that flows along the outside surface of the endplate, flows right back inside at the cutout to mix with the underwing vortex:

This is optimization of the underwing vortex by further encouraging the ambient airflow to pass into the low pressure flow. By cutting out the endplate to right near the rear wing, more ambient airflow will roll into the low pressure flow, as well as putting the vortex closer to the underside of the rear wing, increasing airflow velocity underneath the wing.

The opinion is that this will not influence the adverse pressure gradient (the pressure differential), but will add kinetic energy to it, meaning this strengthens the underwing vortex. As one can see, the red flow, outside the endplate, flows inside at the cutout, mixing with the underwing vortex and strengthening it. This will increase flow velocity downstream the vortex. This will also allow the often aggressively cambered wing to keep its airflow attached and will less likely stall, while maintaining the adverse pressure gradient.

Mind that these theories aren’t mutual exclusive.

Endplate louvres/gills

These are the horizontal cuts in the endplate above the mainplane. First used by Renault in 2004, they are there to bleed off high pressure air from the rear wing to the lower ambient pressure of the neutral airflow outside the endplate. This weakens the wingtip vortex, which reduces induced drag. This is because by leaking high pressure flow into the more neutral pressure ambient air, the pressure differential reduces. This will reduce downforce a tiny bit, but this is more limited to local areas on the wing close to the endplate. Overall, it’s a good boost to aero stability and lift/drag ratio, at the cost of a small bit of peak downforce.

Further note that airflow coming out of these louvres will flow towards the cutout of the endplate. The consequence will that the underwing vortex will be enhanced, which sounds contradictory: On one hand you are trying to achieve a reduction of induced drag by weakening the wingtip vortex strength, and on the other you are increasing induced drag again by strengthening the underwing vortex. The reasoning however is quite simple: this solution increases the lift/drag coefficient. Strengthening the underwing vortex yields more downforce for each point of drag, then the wingtip vortex does. Having solutions which provide a better lift/drag coefficient, opens up further ways to tweak the aerodynamic set up.

As shown on the picture below, louvres started out as a few simple slits in the endplate:
Author: Rick Dikeman

However, coming into 2009 where rear wing regulations got even further tightened, these louvres evolved to more extreme versions:
Author: Jose M Izquierdo Galiot

These slots also got further and further complicated on the inside to ensure the high pressure airflow is as enticed as possible to flow to the outside of the endplate:
Author: Gil Abrantes

In the present, these gills aren’t as extreme because further restrictions on the rear wing made the rear wing much shallower, which reduces the need for these gills. Shallower wings produce both less profile and induced drag.

However, teams like Red Bull and Toro Rosso still used some more radical approaches. Red Bull linked the tyre wake slot (which will be discussed in the appropriate section) to one of these louvres, while Toro Rosso extended these slots completely outwards on the leading edge.

Slots/holes below the rear wing

Red Bull pioneered this in 2014. Red Bull was in search for more aero efficiency and especially less drag. This was their answer to it. These radial slots appear to have the same function as the louvres, but with the airflow reversed. They inject neutral flow into the low pressure area underneath the wing, on the inside of the endplate.

This drops the famous pressure differential. This leads to reduced vortex strength, reducing induced drag, by quite a bit actually. However, downforce will go down considerably as well, more so then with the louvres/gills. This is because the low pressure flow is more important than the high pressure flow on top of the wing.

An alternative theory however, is that these slots purposely inject flow into the underwing vortex we already discussed. The opinion is that this can increase vorticity and increase the pressure differential, which could result into the wing being worked so hard, that it stalls above a certain speed the car travels, with the pressure differential getting too high for flow to stay attached. It has to be noted that injecting too much high pressure flow will instead lead to reducing the vortex strength as the pressure differential gets reduced.

Both cases will lead to a reduction in downforce and drag. What exactly happens, is not entirely clear as it depends on how easily the wing is able to stall and how much high pressure flow gets injected. A personal opinion on the matter is that these slots rather weaken the vortex, as trying to purposely stall the wing at certain speeds can lead to inconsistencies where the wing stalls too early or too late, as well as the airflow reattaching too early or too late. However, the performance gains with stalling are bigger if teams are able to detach and reattach the flow reliably.

It has to be pointed out that this can sound contradictory to what is explained in the section of the endplate cutout: on one hand you have a solution that decreases the chance on stalling and also increases flow velocity, while the other solution either promotes stalling and/or decreases flow velocity. However, putting these solution like that side by side is probably misleading. The reason why is because flow patterns change in function of the how fast the car is traveling. The cutout for instance can very well be a lower speed solution to increase low speed downforce. On such speeds, the radial slots we are discussing might not be able to draw in as much flow, simply because the pressure differential is not as high. On high speed, these radial slots will work better. It will still hurt low speed downforce, but teams who have employed these solution were almost always in a position where they needed more speed on the straights and even high speed corners. You’ll find this solution much sooner on a McLaren than a Mercedes. The latter has enough engine power to compensate for the drag.

Endplate leading edge slot

These vertical holes/slots along the leading edge of the endplate are a relative new solution, introduced in 2012 by Williams. It took a few years before other teams started to pick this up, but nowadays every team uses this. They are situated in the rear tyre wake, which is turbulent airflow. The inside of the endplate usually has to deal with a lot of turbulent airflow, which will increase boundary layer build up. The thicker the boundary layer becomes, the more turbulent and slow moving it becomes, which has negative consequences for both the diffuser and rear wing. Introducing a slot there will allow this flow to speed up again, which in turn promotes laminar flow. This will allow the top of the diffuser and the underside of the rear wing to work harder because these devices have to deal less with turbulent airflow. At first, teams were wary about injecting turbulent airflow underneath the rear wing, which would imping the downforce created from there, so if a team ran them, the slots were quite limited in size and kept away from the underside of the rear wing. However, teams figured out that careful sculpting of the slot allows the turbulent flow to be straightened to be much more laminar. This also aids the aero devices which are in close proximity of the wheel wake, like the brake ducts as airflow around the endplate becomes less turbulent due being sucked through the slot.

In the present, these holes/slots extend much further along the leading edge of the endplate, and often times teams runs 2 slots to keep airflow nicely attached to the endplate.

Red Bull went quite extreme with these slots in 2015, extending the slot completely along the leading edge of the endplate, connecting to a louvre, similar to this:

It’s quite a bit of head-scratching what they tried to achieve. One explanation could be they try to redistribute high and low pressure flow all across the endplate leading edge, reducing drag and cleaning up boundary layer flow. Note that at the top half of the endplate, above the mainplane, flow goes from the inside to the outside of the endplate, while below the mainplane this is vice versa.

Endplate strakes

Introduced by Lotus in 2013, these bits are more about fine-tuning the existing airflow patterns over the surface of the endplate. The boundary layer at the lower half of the endplate has the tendency to flow downwards. Initially strakes were used to emphasize this flow. However, trying to encourage the boundary layer flow into the vortex allows the rear wing to be worked harder, so all the strakes are bent upwards nowadays. It improves the aero efficiency of the overall wing, which makes usage of, for instance holes, below the wing, more viable. They essentially are bits to fine tune the flow and support the other flow structures, especially the upwash flows, encouraging both the ambient pressure flows and the boundary layer flows to upwash. More upwash across the trailing edge of the endplate will increase the interaction between the rear wing and diffuser, which we discussed earlier.

Credits to:
-Andy Urlings for general content and illustrations
-Charlotte (cmF1) for grammar, spelling and style review
-Steven de Groote for final review
-Wikimedia Commons as database for reuseable images
-A special thanks to a friend who wishes to stay anonymous, who helped immensely with the content and who’s input was undeniably crucial.

I also wish to dedicate this article to the victims of the 22/03/2016 terrorist attacks at the Brussels metro station and the Brussels airport.

In addition to primary flight controls, most airplanes have another group called secondary controls. These include trim devices of various types and wing flaps. The trim devices are adjusted so that the aircraft remains balanced in flight.

Flaps

Flaps are moveable surfaces on the trailing edge of the wing similar in shape to the ailerons. they are usually larger in surface area. They are located on inboard end if the wing next to the fuselage. Both sides are activated together so they do not produce a rolling action like the ailerons.

Flaps are usually deployed in 'degree' increments. In small aircraft deployment is usually in 10 degree increments from zero degrees (non-deployed) to 40 degrees maximum. Larger or more sophisticated aircraft may have a different range of settings. Normally, the flaps operate electrically through a 4 or 5 position switch located on the instrument panel. In earlier aircraft the flaps were operated using a manual flap handle.

Deployment of flaps increases both the lift and drag of the wing. Flap activation increases the angle of attack across the wing / flap section. At 10 degrees, more lift than drag is produced. As the flap angle is increased more drag and less lift is produced for each increment of deployment.

The primary use of flaps is in landing. They permit a steeper decent without increase in airspeed. Flaps may be used in certain take-off situations (usually 10°) on short or soft fields.

Flaps are now fitted to most aircraft because:

• They permit a slower landing speed, which decreases the required landing distance.

• They permit a comparatively steep angle of descent without an increase in speed. This makes it possible to safely clear obstacles when making a landing approach to a small field.

• They may also be used to shorten the takeoff distance and provide a steeper climb path.

VFE

This term describes the maximum velocity at which flaps can be deployed. The VFE is shown on the air speed indicator as the top end of the white arc.

Flaps are high lift devices which, in effect, increase the camber of the wing and, in some cases, as with the Fowler Flap, also increase the effective wing area. Their use gives better take-off performance and permits steeper approach angles and lower approach and landing speeds.

When deflected, flaps increase the upper camber of the wing, increasing the negative pressure on the top of the wing. At the same time, they allow a build up of pressure below the wing. During take-off, flap settings of 10 degrees to 20 degrees are used to give better take-off performance and a better angle of climb, especially valuable when climbing out over obstacles.

However, not all airplane manufacturers recommend the use of flaps during take-off. They can be used only on those airplanes, which have sufficient take-off power to overcome the extra drag that extended flaps produce. The recommendations of the manufacturer should, therefore, always be followed.

Flaps do indeed increase drag. The greater the flap deflection. the greater the drag. At a point of about half of their full travel, the increased drag surpasses the increased lift and the flaps become air brakes. Most flaps can be extended to 40 degrees from the chord of the wing. At settings between 20 degrees and 40 degrees, the essential function of the flaps is to improve the landing capabilities, by steepening the glide without increasing the glide speed. In an approach over obstacles, the use of flaps permits the pilot to touch down much nearer the threshold of the runway. Flaps also permit a slower landing speed and act as air brakes when the airplane is rolling to a stop after landing, thus reducing the need for excessive braking action. As a result, there is less wear on the undercarriage, wheels and tires. Lower landing speeds also reduce the possibility of ground looping during the landing roll.

Plain and split flaps increase the lift of a wing, but at the same time, they greatly increase the drag. For all practical purposes, they are of value only in approach and landing. They should not normally be employed for take-off because the extra drag reduces acceleration.

Slotted flaps, on the other hand, including such types as Fowler and Zap, produce lift in excess of drag and their partial use is therefore recommended for take-off.

From the standpoint of aerodynamic efficiency, the Fowler Flap is generally considered to offer the most advantages and the fewest disadvantages, especially on larger airplanes, while double slotted flaps have won wide approval for smaller types.

On STOL airplanes, a combination of double slotted flaps and leading edge slats are common.

Changes in flap setting affect the trim of an airplane. As flaps are lowered, the centre of pressure moves rearward creating a nose down, pitching moment. However, in some airplanes, the change in airflow over the tailplane as flaps are lowered, is such that the total moment created is nose up and it becomes necessary to trim the airplane 'nose down'.

The airplane is apt to lose considerable height when the flaps are raised. At low altitudes, therefore, the flaps should be raised cautiously.

Most airplanes are placarded to show a maximum speed above which the flaps must not be lowered. The flaps are not designed to withstand the loads imposed by high speeds. Structural failure may result from severe strain if the flaps are selected 'down' at higher than the specified speed.

When the flaps have been lowered for a landing, they should not ordinarily be raised until the airplane is on the ground. If a landing has been missed, the flaps should not be raised until the power has been applied and the airplane has regained normal climbing speed. It is then advisable to raise the flaps in stages.

How much flap should be used in landing? Generally speaking, an airplane should be landed as slowly as is consistent with safety. This usually calls for the use of full flaps. The use of flaps affects the wing airfoil in two ways. Both lift and drag are increased. The Increased lift results in a lower stalling speed and permits a lower touchdown speed. The increased drag permits a steeper approach angle without increasing airspeed. The extra drag of full flaps results in a shorter landing roll.

An airplane that lands at 50 knots with full flaps selected may have a landing speed as fast as 70 knots with flaps up. If a swerve occurs during the landing roll, the centrifugal force unleashed at 70 knots is twice what it would be at 50 knots, since centrifugal force increases as the square of the speed. It follows then, that a slower landing speed reduces the potential for loss of control during the landing roll. It also means less strain on the tires, brakes and landing gear and reduces fatigue on the airframe structure.

There are, of course, factors, which at times call for variance from the procedure of using full flaps on landing. These factors would include the airplane's all-up-weight, the position of the C.G., the approach path to landing, the desired rate of descent and any unfavourable wind conditions, such as a strong cross wind component, gusty winds and extreme turbulence. With experience, a

pilot learns to assess these various factors as a guide to flap selection.

In some airplanes, in a crosswind condition, the use of full flap may be inadvisable. Flaps present a greater surface for the wind to act upon when the airplane is rolling on the ground. The wing on the side from which the wind is blowing will tend to rise. In addition, cross wind acting on full flaps increases the weather vaning tendencies, although in an airplane with very effective rudder control even at slow speeds, the problem is not so severe. However, in many airplanes, the selection of full flaps deflects the airflow from passing over the empennage, making the elevator and rudder surfaces ineffective. Positive control of the airplane on the ground is greatly hampered. Since maintaining control of the airplane throughout the landing roll is of utmost importance, it may be advisable to use less flaps in cross wind conditions. In any case, it is very important to maintain the crosswind correction throughout the landing roll.

trim tabs

Purpose Of Wing Slot

A trim tab is a small, adjustable hinged surface on the trailing edge of the aileron, rudder, or elevator control surfaces. Trim tabs are labour saving devices that enable the pilot to release manual pressure on the primary controls.
Some airplanes have trim tabs on all three control surfaces that are adjustable from the cockpit; others have them only on the elevator and rudder; and some have them only on the elevator. Some trim tabs are the ground-adjustable type only.
The tab is moved in the direction opposite that of the primary control surface, to relieve pressure on the control wheel or rudder control. For example, consider the situation in which we wish to adjust the elevator trim for level flight. ('Level flight' is the attitude of the airplane that will maintain a constant altitude.) Assume that back pressure is required on the control wheel to maintain level flight and that we wish to adjust the elevator trim tab to relieve this pressure. Since we are holding back pressure, the elevator will be in the 'up' position. The trim tab must then be adjusted downward so that the airflow striking the tab will hold the elevators in the desired position. Conversely, if forward pressure is being held, the elevators will be in the down position, so the tab must be moved upward to relieve this pressure. In this example, we are talking about the tab itself and not the cockpit control.
Rudder and aileron trim tabs operate on the same principle as the elevator trim tab to relieve pressure on the rudder pedals and sideward pressure on the control wheel, respectively.

The tabs are usually controlled by a wheel which is often situated on the floor between the two front seats. Some aircraft have the trim controlled by a small rocker switch on the control column. The aircraft should be trimmed after every change in attitude or power setting. It takes a little practice to trim an aircraft, but in the end it is done unconsciously.

other wing additions

The type of operation for which an airplane is intended has a very important bearing on the selection of the shape and design of the wing for that airplane. Wing fences, slots, slats, spoilers, speed brakes and flaps are additions to the wing that perform a variety of functions related to control of the boundary layer, increase of the planform area (thus affecting lift and drag) and reduction of aircraft velocity during landing and stopping.

wing fences

Wing fences are fin-like vertical surfaces attached to the upper surface of the wing, that are used to control the airflow. On swept wing airplanes, they are located about two-thirds of the way out towards the wing tip and prevent the drifting of air toward the tip of the wing at high angles of attack. On straight wing airplanes, they control the airflow in the flap area. In both cases, they give better slow speed handling and stall characteristics.

slots

Slats are auxiliary airfoils fitted to the leading edge of the wing. At high angles of attack, they automatically move out ahead of the wing. The angle of attack of the slat being less than that of the mainplane, there is a smooth airflow over the slat which tends to smooth out the eddies forming over the wing. Slats are usually fitted to the leading edge near the wing tips to improve lateral control. The Socata Rallye is an example of a light aircraft that utilizes leading edge slats.

Slots are passageways built into the wing a short distance from the leading edge in such a way that, at high angles of attack, the air flows through the slot and over the wing, tending to smooth out the turbulence due to eddies.

spoilers

spoiler on an F4 Phantom wing

Spoilers are devices fitted to the wing which increase drag and decrease lift. They usually consist of a long narrow strip of metal arranged spanwise along the top surface of the airfoil. In some airplanes, they are linked to the ailerons and work in unison with the ailerons for lateral control. As such, they open on the side of the upgoing aileron, spoil the lift on that wing and help drive the wing down and help the airplane to roll into a turn.

In some airplanes, spoilers have replaced ailerons as a means of roll control. The spoiler moves only upward in contrast to the aileron that moves upward to decrease lift and downward to increase lift. The spoiler moves only up, spoiling the wing lift. By using spoilers for roll control, full span flaps can be used to increase low speed lift.

Purpose Of Wing Slots Slot Machine

Spoilers can also be connected to the brake controls and. when so fitted, work symmetrically across the airplane for producing drag and destroying lift after landing, thereby transferring all the weight of the airplane to the wheels and making braking action more effective.

speed brakes

RF-84K Thunderflash speed brake

Purpose Of Wing Slots Poker

Speed brakes are a feature on some high performance airplanes. They are a device designed to facilitate optimum descent without decreasing power enough to shock cool the engine and are especially advantageous in airplanes with high service ceilings. They are also of use in setting up the right approach speed and descent pattern in the landing configuration. The brakes, when extended, create drag without altering the curvature of the wing and are usually fitted far enough back along the chord so as not to disrupt too much lift and in a position laterally where they will not disturb the airflow over the tailplane. They are usually small metal blades housed in a fitting concealed in the wing that, when activated from the cockpit, pivot up to form a plate. On some types of aircraft, speed brakes are incorporated into the rear fuselage and consist of two hinged doors that open into the slipstream.