olefud wrote:The driver isn’t going to be too happy with the car making decisions on its own. An example is the WWII Bf-109. It had leading edge slats that deployed when airspeed and AoA were in a certain domain. It actually worked rather well. However, the better pilots disabled the system since the slats tended to deploy while they were execution their aiming solution when attacking and upsetting a delicate maneuver.
Down force switching in and out would be even more disconcerting to a driver.
...(automatic (wingtip/outer wing) slots aka slats to raise stall AoA in that region of natural lower stall AoA due to chord)
the essential point was to get both slots opening at the same time, this was factory checked, standards were sacrificed later
experienced pilots made good use of them in combat, to tighten the turn briefly and particularly to point tighter/higher
they increase Cl (opening at high AoA) only if more AoA is then used
high speed + high AoA = high 'g' and drag, so they were cycled in and out in combat (someone who did this wrote it up)
they would likely open on landing, one only opening was bad then (British evaluations always avoided this region)
confidence was needed to get them out and keep them out
the whole point was to enable greater AoA, but design progress was towards lower AoA operation related to nosewheels replacing tailwheels and more lavish flaps, so fixed slots (with lesser AoA enhancement) took over
anyway, there shouldn't be a problem on a car ?