text: and landing speeds usually will be accepted. 
  While the reduction of lift curve slope may 
  be an advantage for gust considerations, 
  the reduced sensitivity to changes in angle 
  of attack has certain undesirable effects in 
  subsonic flight. 
  lift 
  curve slope tends to increase maximum lift 
  angles of attack and complicate the problem 
  of landing gear design and cockpit visi- 
  lift curve slope 
  bility. 
  would reduce the contribution 
  of a given tail surface area. 
  
  The reduced wing 
  
  reduce 
  the effectiveness of trailing edge control 
  surfaces and high 
  lift devices. A typical 
  example of this effect is the application of 
  a single slotted flap over the inboard 60 
  percent span to both a straight wing and a 
  wing with 35” sweepback. The flap applied 
  to the straight wing produces an increase 
  coefficient of approxi- 
  in maximum 
  mately 50 percent. The same type 
  flap 
  the swept wing produces an 
  applied 
  increase in maximum 
  coefficient of 
  approximately 20 percent. To produce some 
  reasonable maximum lift coefficient one a 
  swept wing may require unsweeping the 
  flap hinge line, application of leading edge 
  high lift devices such as slots or slats, and 
  possibly boundary layer control. 
  
  (3) The use of sweepback will 