Gap-Seal act like Ram-Air "Lift-Engines"...    Back to Gap-Seal Page            Flap-Gap  Watch In-Flt Movie & Install Here

Our computer models & Flt Tests showed that when sealing the Wing or Horizontal stabilizers gaps with AvTek’s Seal Material from the top surface, “Lift” is generated which was previously was undiscovered until NOW.

 How, Why?

 Under the wing, the  area of Gaps caused by the controlling-surfaces that move i.e. Ailerons and Flaps a pocket or cavity is created.  When static (no movement) this cavity is there.  As the control surface i.e. “Ailerons & Flaps” move this cavity is greater, (larger in volume and area,) as when static.

 All the time during flight, "Ram-Air" is developed under the wing.  Any un-seal gap will allow “Turbulence” to be created in this cavity, which results in drag = loss of performance.  Sealing the gap from the bottom reduces turbulence but does NOT generate additional “Lift”, previously undiscovered.

 Additional lift is created with seals installed on the Top-Side because "Ram-Air" is trapped in this cavity, much like a “Ram-Air Parachute”.   When the Gaps on wings are sealed from the top side, air flow from 42 knts to 550 knts is rammed into the cavity, not allowing the air to escape through the gaps.  Much like a “Skydiver” or “Ski jumper-Flyer” does with their hands.  They cup-their hands to capture this ram-air, which translates into “LIFT”.  All Skydivers and ski-jumpers know this as “Tracking”, which is Horizontal speed... ...developed by thrust from the engine called gravity.  See photos.      

This newly discovered lift is greatly witnessed on slow air-speeds, such as “Departure & Landings”.  On departures, the pilot will notice more “FPM” allowing him to clear wire and trees at the runways end like he never did before.  When landing, control at slower speeds will be experienced as the pilot never experience before.  Allowing the pilot to safely land at shorter fields or dead-stick as with an engine out.  When in cruise, and the cavity is static, lift is reduced but still present.  This lift is then trimmed out which will translate into forward speed.

 AvTek developed and patent pending material that is neither “Tape, Aluminum or Vinyl” AvTek uses EPDM (Ethylene Propylene) which has very high sealing characteristics. Besides sealing the Gaps, high pressure ram-air is trapped in the cavity in all wings like no other top-side gap-seal can.

Click here for Aerodynamic theory on Gap's

              Additional  Info       

The following was taken from a Cherokee Chat Room:

Flap Gap Seals

Posted by rv on January 8, 2006, 1:53 pm, in reply to "Owner One-Time STC Info"
User logged in as: 4879
 24.242.97.183

I'm confused about the benefit of sealing the flap-to-fuselage gap. I thought the gap was necessary to allow that design of flap to function effectively. Or is it the best of both with the gap sealed with the flaps retracted in flight but still allowing airflow over the top of the flap when extended??? Somebody clue me in!

Re: Flap Gap Seals

Posted by JBonsey on January 8, 2006, 2:32 pm, in reply to "Flap Gap Seals"
 User logged in as: 4657
 24.20.56.168

The principal is two-fold.

First, total lift is a function of difference in pressure under and over the wing. These gaps form a "leak" and allow relatively high pressure from under the wing to pass through the gap rather than support the aircraft.

Second is a reduction in drag. When the air leaks through the gap, it does not move smoothly, it creates turbulence. Energy is expended in the creation of this turbulence causing drag and slowing down the airplane.

Try to visualize a field of rocks in a shallow stream bed. There will be white water (turbulence) behind the rocks and the stream will be moving more slowly in this area.

 

 

 Jbonsey…that’s such a perfect answer without all the calculus I’m putting your reply in AvTek’s Web.  In-fact I plan to use your answer at work (Boeing) when sealing issues arise on the 737...& they do....

Mike Peter

 

 

 

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