CubCrafters Testing Electric Lift Slats for Increased Wing Lift

[sj]

YAKIMA, WA -- JUNE 7, 2023 -- CubCrafters, a leading designer and manufacturer of Light-Sport and Part 23 Certified aircraft, is testing a new engineering innovation, called Electric Lift Augmenting Slats [ELAS], that the company conceived to dramatically increase wing lift.
Recognizing the potentially broad application for this new ELAS technology, NASA awarded CubCrafters two research grants (through the SBIR/STTR program) to partially fund the project.

ELAS, which was granted US Patent 10,926,868, underscores CubCrafters’ four decades of commitment to engineering innovation for the aviation industry. The technology combines electric ducted fans with leading edge lifting slats, to accelerate airflow over the wing of an aircraft. Ongoing testing points to a likelihood for significant reductions in takeoff and landing distances on fixed-wing aircraft with ELAS installed.
By increasing the velocity of the airflow over the top surface of a wing, ELAS lowers the air pressure above the wing, thereby increasing the lift it can generate. The system also allows the wing to achieve better aerodynamic performance at slower speeds and higher angles of attack, reducing the stall speed of the aircraft and improving its slow speed handling characteristics.

ELAS is a practical way to enable fixed-wing aircraft to achieve shorter takeoff distances, steeper approaches, slower landing speeds, and minimal ground roll. By adding leading edge slats with multiple integrated electric ducted fans, ELAS creates high energy airflow through and around the slats -- airflow that ultimately boosts lift by a factor of 1.5 to 4.0 depending on the airfoil geometry and flight conditions.
Patrick Horgan, CEO of CubCrafters explains, “With comparatively low acquisition and operational costs, ELAS is a disruptive concept that carries unprecedented benefits, including enabling fixed-wing aircraft to operate outside of designated airports and manage much higher payloads versus comparable eVTOL aircraft -- all while enhancing safety.”

The technology can be added to an existing airframe or built into the wings as original equipment, and can be designed as retractable when not in use.
The company notes that ELAS is being rigorously tested in collaboration with CubCrafters’ research institution partner, Oklahoma State University School of Mechanical and Aeronautical Engineering.

“Extensive computer simulations and wind tunnel testing, both at Oklahoma State University and our own facilities, are being used to refine the design in preparation for a comprehensive test flight program using a CubCrafters X-Cub test airplane configured with the ELAS prototype system,” declared Horgan. A short video of recent ELAS preflight testing released by the company can be seen on YouTube at this link: https://youtu.be/VY2KTmeF6D4
He continued, “As our research and development continues, ELAS may prove to have the ability to dramatically enhance the short field performance capabilities of fixed-wing aircraft in general Aviation as well as Commercial Aviation.”

 

[hotrod180]

Dunno about the practicality of this technology,
but I will concede that CC did find a way to make a nosedragger cub even uglier.

 

[BC12D-4-85]

https://uspto.report/patent/grant/10,926,868

Read about it.

Gary

 

[Lasater]

I wonder if they investigated reversing the fans on the ground as a lift dump feature on touchdown?

 

[JP]

I have mixed feelings about this. Putting VGs on my PA-11 seemed a big enough transgression. Watching the evolution of one bigger better STOL super cub style airplanes is a whole other thing.

 

[BC12D-4-85]

Boundary layer control and/or enhancement has been going on since post WWII. Mississippi State and Raspet/Cornish, et. al. for example. They started with suction to maintain upper wing flow, then progressed to various LE and flap designs (the Piper YL-14 noted in the Patent). Blown wings are available on larger aircraft, but the issue of control during slow flight or turbulence remains for light planes...mainly maintaining tail authority vs CG at low airflow. We'll see what CC does to address that control challenge.

Edit: An earlier approach to boundary layer control: https://apps.dtic.mil/sti/tr/pdf/AD0135753.pdf

And: https://techtv.mit.edu/collections/ifluids/videos/32593-boundary-layer-control

Gary

 

[skukum12]

 

[BC12D-4-85]

This new device is self generating via the electric fans, but some of the enhancement to lift must come from airspeed and propeller slip stream. As airspeed slows so does that airspeed component. Power will still be required to maintain tail effectiveness and make up for loss of airspeed in the prop's affected area. I believe, but don't know of course. Great experiment for light UAV's used for STOL delivery if they can maintain MPG, lift, and loitering cruise efficiency. Heavy rigs will take some $ to develop. Which is why Sikorsky and others invented helicopters.

Gary - opinion only

 

[Charlie Longley]

It’s all about the weight vs. performance. Well and money….

 

[cubdriver2]

What happens when all that magic blows a breaker on only one side?

Glenn

 

[sj]

Other than contests (and landing on helipads), while I am not convinced of the practical value, I am intrigued with the idea and will be interested to see it move along.

If you think wing covers and VG's present a problem on a frosty morning...

sj

 

[40m]

Time will tell but I suspect military and commercial interests appeal to CC far more than STOL at OSH or Valdez.

 

[behindpropellers]

Time will tell but I suspect military and commercial interests appeal to CC far more than STOL at OSH or Valdez.

Yes. If you look up the inventors you will see where it is going to go.

 

[kestrel]

What happens when all that magic blows a breaker on only one side?

It is relatively easy to make electric systems redundant with automatic fail-over. You could build that thing so that a motor failure was noticed only by the indications on the panel.

 

[Formandfunction]

I don't care who gets mad,that is the ugliest most ridiculous thing I've seen in a long time. Even from a engineering standpoint that plane makes almost no sense. Honestly I'm offended my tax dollars help pay for the world's ugliest cub. Some off you might not like that comment but deep down in your heart you know it's true.

 

[Steve Pierce]

I am gonna patent the nozzles on the tail to keep it flying.

 

[RedOwlAirfield]

View attachment 65928

Is that Custer still flying somewhere - or is that an old photo?

 

[fishhook]

All that fancy junk or you could just spend the money and figure out better ways to cut weight. My motto. Standard slats and pstol/mackey flaps are about as far as I would take a build. Might as well buy a helicopter after that.

 

[skukum12]

Is that Custer still flying somewhere - or is that an old photo?

I just googled chanel wing and bam! So I don't know x2.

 

[skywagon8a]

Is that Custer still flying somewhere - or is that an old photo?

I just googled chanel wing and bam! So I don't know x2.

It's still on the FAA registry as belonging to the museum in Reading.
Custer's Corporation went on to develop and build the five-seat CCW-5, intended for commercial sale. The first example N6257C was designed by Custer but built by the Baumann Corporation of Santa Barbara, California. It utilized an adapted fuselage and tail assembly of a Baumann Brigadier. Power was from two pusher 225 h.p. Continental O-470 engines. The first flight was made on July 13, 1953 .[SUP][2][/SUP]

#sharpen"); background-color: rgb(255, 255, 255);">

Rear view of the second CCW-5 showing the fixing of the pusher engine within the wing channels.​

The second example N5855V was manufactured at the Custer factory. It again used a Baumann Brigadier fuselage and tail assembly. This aircraft first flew on June 19, 1964. Although several firms expressed interest in production of the design, all failed to provide the necessary downpayment.[SUP][2][/SUP]
The CCW-5 accommodated five persons, and its power plants are suspended in the center of the 6-foot (1.8 m)-chord wing channels on tubular frameworks attached to the wing spars. The aircraft draws air through the channels at high velocity, decreasing pressure over the wings and increasing lift. The CCW-5 was claimed to be capable of flying at a sustained speed of 35 miles per hour (56 km/h).[SUP][7][/SUP]
The CCW-5 continued to make developmental flights during the 1960s and 1970s, but no production orders were obtained.
N5855V was donated to the Mid-Atlantic Air Museum at Reading Airport, Pennsylvania and is on restricted display.

https://en.wikipedia.org/wiki/Custer_Channel_Wing

 

[skywagon8a]

Speaking of odd way out thinking STOL ideas, remember the Lanier Paraplane?

http://rexresearch.com/lanier2/lanier2.htm

I saw one parked at the Flying W airport in New Jersey during the middle 1960s.

A person here claims to have the only one remaining. https://aviastar.org/air/usa/lanier_paraplane.php

 

[Brandsman]

It’s troubling to me that CC is now messing around with fringe ideas after soliciting investment in a solid Cub building business. None of these ugly weird aircraft make money and shares in the companies that build them end up as framed mementoes on the wall of the pub. I see on the Lanier thread people asking about the value of share certificates! We just had one here in South Africa - the Vliegmasjien- swallowed a ton of money to go nowhere except liquidation


Sent from my iPhone using SuperCub.Org

 

[aeroaddict]

Just my $00.02. I would not be surprise if there was government money involved. Recall the Patey's have had government investment in some of their projects.

 

[BC12D-4-85]

The UAS research money locally is in unmanned aircraft development and use. The University has a segment dedicated to that (https://acuasi.alaska.edu/), and is/was planning to build a hangar in Nenana for further research. Anything to enhance their performance is likely to be explored at some level of funding.

Gary