Ignoring your arrogant taunt, your post does bring an interesting question in my mind.ranji wrote:^^^^^ HAHAHAHAHAHA! This is a gem. On contrary, it helps reduction in AOA without letting the aircraft stall. ... and hence improving visibility.
Do the LEVCONS enable NLCA to achieve slower speeds at same AoA as compared to AF version or is it that LEVCONs simply allow the AoA to increase that much higher thereby enabling slower speed?
Flaps, slats, LERX and LEVCONs are all high lift devices used to enhance the performance over a standard aerofoil.
Now a couple of minutes on google tells me that while flaps will increase lift at all angles of attack, slats and lerx only extend the usable AoA range (thus increasing lift coefficient) as shown in the figure below.
source:http://adg.stanford.edu/aa241/highlift/ ... intro.html
While this shows the use of slats over a DC-9 wing (as opposed to cranked delta of LCA), one main point to note from the article is:
Additionally, the paper below talks about the use of LERX on a delta wing MAV. On the second page they have a similar graph of lift coefficient vs AoA, wherein the use of LERX just extends the lift coefficient at higher AoA when the clean config starts to taper off without impacting the lift coefficient at lower AoAs.Slats operate rather differently from flaps in that they have little effect on the lift at a given angle of attack. Rather, they extend the range of angles over which the flow remains attached.
http://icas.org/ICAS_ARCHIVE/ICAS2004/PAPERS/214.PDF
So, unfortunately your statement that I have quoted above is wrong and what I wrote in my original statement as well as what Indranil and others have been saying is correct!!
In a nutshell, LEVCONS will allow safe operation at higher AoA and decrease landing speeds. Meanwhile nose droop will aid in countering the required higher AoA and improve visibility.