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Fundamentals
AERODYNAMICS
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1
AERODYNAMICS FUNDAMENTALS
PHYSICS FOR AERODYNAMICS
Aerodynamics Lesson 1
1.1.3. Time
1. Physics for Aerodynamics
The unit of measurement for time is seconds, denoted by s. Originally this was
The laws of physics that affect the aircraft in flight and on the ground are de- based on the length of a day. However not all days are exactly the same dura-
scribed using the international SI system.The SI system is based on the metric tion so the second is now defined as the time it takes for a certain number of
system and must be used by law throughout the world. energy changes to occur in the caesium atom.
1.1.2. Length
The unit of measurement for length is meters, denoted by m.
The meter was established as a standard unit of length by a commission set up
by the French government in 1790.
A meter is more precisely defined as a certain number of wavelengths of a par-
ticular colour of light.
1.2.2. Acceleration
Acceleration is the change in velocity divided by the time during which the
change takes place.
You can see that the velocity changes from 100 m/s to 150 m/s during this ten
second period.
In this example the acceleration is 50 m/s per ten seconds. This is equal to five
meters per second per one second which is 5 m/s2. Acceleration is measured
in meters per square second ( m/s2 ).
Acceleration is denoted by a.
1.4.2. Power
Power is work over time or more specifically force multiplied by distance over
time.
Power is measured in Watts which is Newton meters per second.
You probably know the term horse power. When steam engines were first used
1.5. Pressure
1.5.1. Static pressure
Pressure is the force acting on a unit of area.
p=hxr xg q = x r x v2
Below the speed of sound At the speed of sound Above the speed of sound
V<1M V =1 M V >1 M
300 M
S
1.7. Atmosphere
To understand aerodynamics we need to know something about the atmo-
sphere where flying happens.
The atmosphere is the whole mass of air extending upwards from the surface
of the earth.
21% Oxygen
78% Nitrogen
2. Basic Aerodynamics
In this chapter we look at some of the basic principles of aerodynamics in the The area of the cross--section at point A2 is five square centimeters and the
subsonic region. velocity of the airflow at this point is 40 m/s.
In the subsonic region the speed is so slow that a flying body does not com- The continuity equation states that the velocity of the airflow is inversely
You can see that as the diameter gets smaller the streamlines move closer to
each other.
At the lower picture we isolate the stream tube and identify two cross--sections,
A1 and A2. Assume that the area of the cross--section at point A1 is twenty
square centimeters and the velocity of the airflow at this point is 10 m/s.
DENSITY IS CONSTANT !
A2 = 5 cm2
When the cylinder rotates the circulatory flow causes an increase in local veloc-
ity on the upper surface of the cylinder and a decrease in local velocity on the
lower surface.
This generates lift.
The cord line is a straight line connecting the leading edge and the trailing
edge.
Camber
Thickness
0% 100% 0% 100%
The camber of the profile is the displacement of the mean camber line from the
cord line.
The maximum camber and the location of the maximum camber help to define
the shape of the mean camber line.
These quantities are expressed as a fraction or a percentage of the basic cord
dimension.
A typical low speed profile might have a maximum camber of 5 % located 45 %
aft of the leading edge.
Angle of incidence
The angle of incidence is the angle between the cord line of the profile and the
longitudinal axis of the aircraft. It is denoted by the greec letter gamma.
Taper ratio
The taper ratio ( lambda ), is the ratio of the tip cord to the root cord.
l = Ct/Cr
The wing area is the average cord multiplied by the wing span.
The average cord C, is the geometric average of all the cords and the wing
span b, is measured from tip to tip.
= b
C
2
= b
S
Aerodynamic Force
In the lighter areas above and below the profile, the static pressure is lower
than the ambient static pressure. This is because the air speeds up again as it
passes above and below the profile so that the local air velocity is greater than
the flight path velocity.
We have maximum air velocity and minimum static pressure at a point near the
maximum thickness of the profile.
Now we look at how to calculate the lift. You might think that this is simple -- all
we need to know about is the surface and the pressure.
However its not as easy as you might think. In reality a profile has different
pressures because of different angles of attack.
First lets look at the simple calculation of theoretical lift.
The theoretical lift is the dynamic pressure multiplied by the surface area. You
know from an earlier lesson that the dynamic pressure is half the air density
multiplied by the velocity squared.
Theoretical Lift = x r x V2 x A
Dynamic Pressure q
Measured Drag
Coefficient of Drag =
Theoretical Drag
V
V
a = 8_
a = 16_
An advantage of a high maximum lift coefficient is that the aircraft can fly
slowly.
The disadvantages are that the thickness and camber necessary for profiles
with a high maximum lift coefficient may produce high drag and low critical
Mach number.
In other words, a high maximum lift coefficient is just one of many features de-
sired in a profile. Next we look at the factors affecting the coefficient of drag.
Drag = C d 1 V 2 S
2
Dynamic Pressure q
Measured Drag
Coefficient of Drag =
Theoretical Drag
a = 0_
Lift/Drag Diagram
5. Categories of Drag
5.1. Introduction
Drag is caused by any aircraft surface that deflects or interferes with the
You know from an earlier chapter, that there is a circulation around the profile. On a finite wing span we have the bound vortex and we also have the wing tip
If the wing span is infinite the circulation around the profile causes an upwash vortices.
on the leading edge and a downwash on the trailing edge. The graph shows that the total of the bound vortex and the wing tip vortices
This circulation is called the bound vortex. creates the upwash and the downwash on the wing.
The design of the gutter above the entry doors on the Boeing 747 reflects the
upwash and the downwash caused by the vortices.
You can see that the gutters are in line with the flow pattern of the airstream
around the wing.
They are sloped upwards to reflect the upwash forward of the wing and down-
wards to reflect the downwash aft of the wing.
B - 747 - 400
5.3. Parasite Drag On the next graphic we see a real airflow around the cylinder with friction.
You can see that we dont have a symmetrical flow pattern any more and that
the pressure in front of the cylinder is not the same as the pressure behind the
5.3.1. Form Drag cylinder.
You know that form drag is a parasite drag and that it is caused by the pres- This difference in pressure causes form drag.
Flow Separation
AIRFLOW
AIRFLOW
PRESSURE
DISTRIBUTION
PRESSURE
DISTRIBUTION
Flow Separation
Interference Drag
DRAG
Total Drag
SPEED
DRAG VERSUS SPEED
6.2. Wing Design High Down Wash Low Local Angle of Attack
Next we look at how different shapes of wing produce different lift distributions. Low Down Wash High Local Angle of Attack
You see four different shapes of wing.
Before we look at the lift distribution and stall characteristics of each of these
wing shapes, you should know that the downwash behind the wing changes the
local angle of attack.
A high downwash produces a low local angle of attack and a low downwash
produces a high local angle of attack.
Now lets see the lift distribution, the downwash and the stall characteristics of
the four wings.
0%
100 %
CG
A stall strip is a knife edge like device, which is used on smaller aircraft to pre-
vent the wing tip from stalling first.
Here the stall strip is mounted at the leading edge of the wing root.
The disadvantage of this device is that it disturbs the lift.
MR
7.3. Theory of Turn A higher bank angle gives a higher load factor.
On the turn with a 45_ bank angle the resultant force is 1,41 times the weight,
In this segment we look at the theory of turn. so the load factor n is 1,41.
When an aircraft is in constant altitude, wings level flight, you know that the lift On the turn with a 60_ bank angle, the resultant force is twice the weight, so
is equal to the weight of the aircraft. the load factor n is 2.
1,41
1,41
Plain Flap
The plain flap looks like a contol surface. The flaps on the two wings are linked
so that they move downwards together.
You can see that the plain flap increases the lift by approximately 55 %.
Slotted Flap
Slotted flaps have slots near the trailing edge of the wing when extended.
The slots allow air from the lower side of the wing, to flow to the upper side. As
you know this helps to prevent an early flow separation.
You can see that the slotted flap increases the lift by approximately 70 %.
Fowler Flap
The fowler flap rolls back on a track when it is extended.
This increases the effective area of the wing and also lowers the trailing edge.
The fowler flap fits into the lower contour of the trailing edge of the wing when it
is retracted.
You can see that the fowler flap increases the lift by more than the other types
Spoiler
Air Brakes
8. Stability
8.1. Introduction
In this chapter we look at aircraft stability.
8.1.2. Dynamic Stability Here you see an example of negative dynamic stability.
Dynamic stability refers to how the continuous motion of a body varies over We assume that there is another force acting on the ball which is stronger than
time. the friction -- for example a wind which blows the ball in the direction of the mo-
tion. The ball departs further and further from its equilibrium position. When we
Dynamic stability only applies if we have positive static stability.
have divergent oscillation like this, the ball is dynamically unstable.
The graph shows an example of neutral dynamic stability.
Here you see another example to illustrate stability. The center of gravity of this
ruler is located at hole number four.
We assume that there is friction between the ball and the surface. The motion
of the ball tends to damp out after the initial displacement. When we have If the pivot point and the center of gravity are in the same place ( at the hole
damped oscillation the ball is dynamically stable. number four), then we have a neutral static stability. There is no tendency to
move back to the original position from the displaced position.
Here the graph shows an example of positive dynamic stability.
If the ruler is tilted to the left it stays in this position and if it is tilted to the right it
stays in this position.
Ruler, pivoted at
hole 4
If the pivot point is above the center of gravity we have a positive static stabil-
ity.
When we have a displacement out of the vertical position the weight and the
moment arm L2 bring the ruler back to the original equilibrium position.
8.2. Directional Stability Some aircraft increase the surface area behind the center of gravity to improve
the directional stability.
The directional or weathercock stability of an aircraft is the stability around the One method of doing this is with a dorsal fin and another, used on some mili-
vertical axis. tary aircraft and on the old Boeing 707, is a keel surface. Both of these fea-
The directional stability depends on the fin of the aircraft which is also called tures increase the side forces to produce positive directional stability.
the vertical stabilizer and on the sweepback of the wing. First we look at the
Sharp Gust
Now lets see what happens when we have a gust from above the front of the Here you see two possible centers of gravity, P 1 and P 2.
aircraft. The distance between the center of gravity and the aerodynamic center is re-
The nose down rotation reduces the lift. sponsible for the longitudinal stability.
The moment of the reduced lift and the lever arm L 1 returns the aircraft to the If this distance is great, then the longitudinal stability is high. If this distance is
9. Transonic Flight
9.1. Introduction
At high speed or supersonic flight the aerodynamics is more complicated.
In this chapter we look at transonic flight. You will learn something about the
The air is compressible and we get compression effects.
Mach > 1
Mach = 0.95
9.4. Swept Wing Effect Its not possible to build very thin wings because the wings must be strong
enough to carry the weight and they must also house the fuel tanks.
The critical Mach number must be high for high speed flight without shock As you will see, aircraft designers have thought of a way of making a thick pro-
waves. file a thin profile.
Wing Thickness Here you see a part of a wing with a profile drawn in.
This wing can improve performance during low speed and high speed flight.
During low speed flight we have no sweep angle and during high speed flight
we have a high sweep angle.
You can see this design on some military aircraft and on this Boeing design for
a projected supersonic transport aircraft.
Here you can see the pressure distribution on a thin flat plate in a supersonic
airflow. The airflow over the upper surface passes through an expansion wave
at the leading edge and this gives a uniform suction pressure on the upper
side.
The airflow under the plate passes through an oblique shock wave at the lead-
ing edge and this gives a uniform positive pressure on the lower side.
In this example the center of lift is at fifty percent of the cord because of the
constant pressure distribution.
The net lift is produced by the distribution of pressure on a surface.
You know that the profile lift is the force from the perpendicular to the free air-
stream.
10.2. Supersonic Profiles The inclination of the net lift from the profile lift produces drag.
In this segment we look at the aerodynamic characteristics of different types of
profile in supersonic flight.
First we see a thin flat plate at a positive angle of attack.
The airstream above and below the surface passes through expansion waves
and oblique shock waves.
Here you can see the wave pattern on a thin flat plate in a supersonic airflow.
The airflow over the upper surface passes through an expansion wave at the
leading edge and then an oblique shock wave at the trailing edge.
The airflow under the plate passes through an oblique shock wave at the lead-
ing edge and then an expansion wave at the trailing edge.
10.3. Supersonic Engine Inlets Here you see a single oblique shock inlet.
This design employs an external oblique shock wave to slow the supersonic
The air entering the compressor section of a jet engine must be slowed to sub- airflow before the normal shock occurs.
sonic velocity.
The slowing down of the air must be accomplished with the least possible
waste of energy.
Here you see and example of an inlet which can be varied to suit different Variable Area Inlet
conditions.
You can see that it is equipped with actuator operated panels.
At flight speeds below Mach one the engine inlet is fully open and the aircraft
Mach > 1
10.4. Aerodynamic Heating With subsonic flight the increase in temperature is very small but with super-
sonic flight the increases in temperature can affect the aircraft structure.
Next we have a short segment on aerodynamic heating. This graph shows the effect of speed and altitude on aerodynamic heating.
You probably know that ceramic tiles are used to protect the body of space You can see that the temperature increases rapidly as the Mach number in-
shuttles against the temperature increases which they experience on returning creases.
to the earths atmosphere.
1.7. Atmosphere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1. Physics for Aerodynamics . . . . . . . . . . . . . . . . 2
1.7.1. ICAO Standard Atmosphere ( ISA ) . . . . . . . . . . . . . . . 19
1.5. Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4. Lift and drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1.5.1. Static pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5.2. Dynamic pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
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TABLE OF CONTENTS
4.2.1. Angle of Attack ( AOA ) a . . . . . . . . . . . . . . . . . . . . . . . . 40 6.2.2. Rectangular Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4.2.2. Shape of a Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 6.2.3. Tapered Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.2.4. Swept Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4.3. Factors affecting Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.3.1. Relation between a and the Drag Coefficient CD . . . . 44 6.3. Wing Twist, Washing Out . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.3.1. Geometrically Twisted Wing . . . . . . . . . . . . . . . . . . . . . . 63
4.4. Polar Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 6.3.2. Aerodynamically Twisted Wing . . . . . . . . . . . . . . . . . . . 63
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TABLE OF CONTENTS
7.4.5. Control Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 9.3. Wave Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
7.4.6. Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 9.3.1. Wave Drag Reduction by Vortex Generators . . . . . . . 94
9.3.2. Wave Drag Reduction by Area Rule . . . . . . . . . . . . . . . 95
7.5. Lift Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
9.4. Swept Wing Effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
7.6. Drag Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
9.5. Transonic Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8. Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
9.6. Control Surfaces in Transonic Region . . . . . . . . . . . . . . . . . . . 100
8.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
8.1.1. Static Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 10. Supersonic Flight . . . . . . . . . . . . . . . . . . . . . . . . 102
8.1.2. Dynamic Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
8.1.3. Aircraft Axes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 10.1. Shock- and Expansion Waves . . . . . . . . . . . . . . . . . . . . . . . . . . 102
10.1.1. Shock Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
8.2. Directional Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
10.2. Supersonic Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
8.3. Lateral Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
10.3. Supersonic Engine Inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
8.4. Lateral Directional Interactions . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.4.1. Spiral Dive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 10.4. Aerodynamic Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
8.4.2. Dutch Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
9. Transonic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . 90
9.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Page iii
TABLE OF FIGURES
Figure 1 ................................................. 3
Figure 2 ................................................. 5
Figure 3 ................................................. 7
Figure 4 ................................................. 11
Figure 5 ................................................. 13
Figure 6 ................................................. 17
Figure 7 ................................................. 21
Figure 8 ................................................. 23
Figure 9 ................................................. 25
Figure 10 ................................................ 45
Figure 11 ................................................ 47
Figure 12 ................................................ 59
Figure 13 ................................................ 69
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