4.12 Discussion 4.12.

1 Wing CL versus Angle of Attack,

Cl wing vs angle of attack

0.3 0.25 lft coefficient, Cl 0.2 0.15 wing 0.1 0.05 0 -10 -5 0 Anle ogf attack,alpha 5 10

Figure 4.1

Wing Coefficient of lift versus Angle of Attack,

The graph above shows coefficient of lift for wing.. Graph show increment as the angle of attack increase. The graph seems logical when compared with other reference graph.

Wing Coefficient Lift vs Angle of Attack 1.5 1 lift coefficient 0.5 2D

0
-10 -5 -0.5 -1 angle of attack
Figure 4.2 Wing Coefficient Lift vs Angle of Attack,

experiment
0 5 10 15

The graph above show the combination of wing lift coefficient for 2D and experiment versus angle of attack. The graph starts increase at 0 angle of attack. It is because angle of attack is directly proportional to lift coefficient. Angle of attack increase, the lift coefficient also increases. It has shown that lift coefficient dependent on angle of attack. For the experiment graph, we get the value from UIUC database NACA 4412. In comparison to our data, it is shown that our calculation almost the same with data from UIUC.

4.12.2 Various lift versus angle of attack

Various Lift vs angle of attack

1.5 1

lift coefficient,Cl

0.5 wing 0 -5 -0.5 0 5 10 15 body wing body wing body tail

-10

-1

-1.5 angle of attack,alpha

Figure 4.3

Various of Lift versus Angle of attack

Figure 4.3 shows a relationship for different lift coefficient, and wing-body-tail) various with angle of attack, .

(wing, body, wing-body

The graph indicates that the coefficient of lift for different condition have the same behavior towards the changes of angle of attack. The coefficient of lift increases with the increases of angle of attack, but when the airplane reaches the maximum angle of attack, the airplane will experience stall because the coefficient of lift the critical angle of attack. In this case the maximum lift, and the maximum angle of attack is will start decrease after

13.19 as referring to our wing lift calculation because it is the major contribution to the lift.

3.13.4 Various Drag versus Angle of Attack

Figure 3.7

Various Drag vs Angle of Attack

Various drag vs angle of attack

5 4.5 4 Drag coefficient,Cd 3.5 3 2.5 2 1.5 1 0.5 0 0 2 4 6 8 10 Angle of attack, alpha wing body wing body wing body tail

This graph shows the various drag coefficients versus angle of attack. There are four type of drag acting on the aircraft which are body drag, wing drag, wing body tail drag, and wing body drag. In theory, coefficient of drag increases as the angle of attack increases. Increase angle of attack will increases both lift and drag with lift increasing faster than drag up to a certain critical angle. At and beyond the critical angle, drag increases enormously, lift drops to nearly zero, and an aerodynamic stall occurs. Wing Body has the highest drag coefficient while wing body tail has the lowest drag coefficient. Wing drag has high gradient compare to the body drag graph. Wing body tail and wing body has almost similar in gradient of graph.

3.13.5 Drag Coefficient versus Lift Coefficient

Drag Coefficient vs Lift Coefficiet

8 7 6 Drag Coefficient 5 4 3 2 1 0 0 0.2 0.4 0.6 0.8 1 1.2 1.4 Lift Coefficient wing wing body wing body tail

Figure 3.8 Drag Coefficient vs Lift Coefficient

The graph above shows drag coefficient vs lift coefficient. Graph wing body tail shows parabolic pattern while both wing body and wing shows almost in linear pattern. Basically the Lift vs Drag curve shows where the wing/airplane provides the most amount of lift for the least amount of drag, meaning the least amount of thrust, meaning the most economical speed. For wing body tail, graph show higher amount of lift compare to the least amount of drag. Graph wing body shows the negative slope for Cd vs CL graph. Therefore, a modification should be made to minimize the drag effect and maximise the lift effect on the aircraft.