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TOPIC 7
GENERATION OF LIFT
AND DRAG (PART 2)
7.1
Introduction
Drag is the force of resistance experienced by a body moving through the air. It is the resistance
to motion through a fluid, i.e. an aircraft in flight. The drag experienced by an aircraft in flight
arises in several different ways.
There are two basic types of drag: parasite or profile drag and induced drag. The first is called
parasite/ profile drag because it in no way functions to aid flight, while the second, induced
drag, is a result of an airfoil developing lift.
7.2
7.2.1
Form Drag
Form drag is the portion of parasite/profile drag generated by the aircraft due to its shape and
airflow around it. Examples include the engine cowlings, antennas, and the aerodynamic shape
of other components. When the air has to separate to move around a moving aircraft and its
components, it eventually rejoins after passing the body. How quickly and smoothly it rejoins is
representative of the resistance that it creates which requires additional force to overcome.
(Refer figure 1)
Interference Drag
Interference drag is caused by air flowing over
one portion of the airframe interfering with the
smooth flow of air over another portion. For
example, the intersection of the wing and the
fuselage at the wing root has significant
interference drag. Air flowing around the
fuselage collides with air flowing over the wing,
merging into a current of air different from the
two original currents. The most interference drag
is observed when two surfaces meet at
perpendicular angles.
Figure 3: Wing fairing
On a complete aircraft, total drag is found to be greater than the sum of the drags of the
individual parts. This is the result of the interference flow at the junction of the wing and other
components to the fuselage which modifies the pressure variations around the components.
Interference drag is minimized by the installation of fairings and fillets where the two surfaces or
components join at an angle. (Refer figure 3)
The distance the air that has to pass down the surface of the body.
The roughness of the surface.
Turbulence in the boundary layer.
The velocity of the airflow.
4
Induced Drag
Induced drag is inherent whenever an airfoil is producing lift and the amount of drag created is
proportional to the lift being produced. Since the amount of lift produced depend on airspeed,
then the amount of induced drag produced varies inversely or decreases with the square of the
airspeed.
The induced drag is associated with the wing tip vortices which are formed because of the
pressure difference between the upper and the lower wing surfaces. There is a tendency for
these pressures to equalize, resulting in a lateral or spanwise flow outward from the underside
of the wing surface to the upper wing surface. This lateral flow imparts a rotational velocity to
the air at the tips, creating vortices, which trail behind the aerofoil or wing tips. (Refer to figure
8)
Increasing speed.
Reducing angle of attack.
Use of winglets.
Use of wing fences.
Increasing Aspect ratio.
Increasing Speed
With an increase in speed induced drag is reduced. The effect of speed means that the air does
not have time to move spanwise to spill over the wing tip - it is "pushed" too quickly chordwise
over the trailing edge. (Refer figure 9)
Use of Winglets
A winglet helps prevent the air from spilling over the wing tip. They can be added to the tip of an
airfoil to reduce this flow. The winglets act as a dam preventing the vortex from forming. Some
aircraft have a winglet fitted beneath the wing tip, others on top, and some top and bottom.
(Refer figure 11)
7.3.5
Total Drag
The amount of induced drag varies
inversely with the square of the
airspeed. Conversely, parasite drag
increases as the square of the airspeed.
Thus, as airspeed decreases to near the
stalling speed, the total drag becomes
greater, due mainly to the sharp rise in
induced drag. Similarly, as the airspeed
reaches the terminal velocity of the
aircraft, the total drag again increases
rapidly, due to the sharp increase of
parasite drag.
To fly efficiently we need to know the
optimum speed at which the aircraft
experience the lowest total drag.
(Refer figure 14)
Figure 14: Airspeed vs Total drag graph
Drag Equation
Similar to lift, the amount of induced drag (D) produced by a wing depends on the following
factors:
1.
The drag coefficient (CD), which is a dimensionless number for a specific airfoil at a certain
angle of attack measured during wind tunnel testing. (Refer figure 15)
2 The square of the velocity (V), divided by two.
3. The airfoil surface or wing area (S or A).
4. The air density ().
Applying these factors, the drag equation can be established as:
D = VSCD
Lift/Drag Ratio
The lift to drag ratio (L/D) is the amount of lift generated by a wing or airfoil compared to its
drag. A ratio of L/D indicates airfoil efficiency. Aircraft with higher L/D ratios are more efficient
than those with lower L/D ratios.
The L/D ratio is determined by dividing the CL by the CD, which is the same as dividing the lift
equation by the drag equation. All terms except coefficients cancel out. (Refer figure 16)
L/D =
10
CL
CD
11