Fluid Flow & Aerodynamics
why things fly, and why the usual explanation is wrong
Concept

Flight envelope — where it appears

The region of speed and load factor within which an aircraft may be operated. Its boundaries are set by the stall at low speed, the structure at high load and the gusts that add to whatever the pilot is doing.

Named by 3 essays across 2 fields — each of them below, with the objects they name alongside it.

The left wall is not a speed, it is an angle drawn in speed coordinates. The V–n diagram: every combination of speed and load factor the aircraft can reach. The curved left boundary is the wing at its stalling angle — n = ½ρV²S C_Lmax /W, a parabola — and it is the same limit at every point along it. The flat top and bottom are the structure. Where the two meet is the corner speed, 56.6 metres per second here: the slowest speed at which the aircraft can reach its limit load factor, and therefore the speed at which it turns hardest. Above it the wing can pull more than the structure allows — at the never-exceed speed it could reach 9.6g before stalling — and the pilot's limit stops being the air.

An angle, not a speed

The number is printed in the handbook, marked in white on the airspeed indicator and used in every briefing, and the wing has no way of knowing it. A wing stalls at an angle. The speed at which an aeroplane reaches that angle is an answer with four other variables in it, and every one of them moves.

misconceptions · Stall speed The mean lift is not the lift at the mean angle. A finite wing's lift curve, with a gust distribution of standard deviation 3° about a mean angle of 10° drawn along the foot. The wing spends its time spread across that distribution, so what it averages is the average of the curve: 0.7951 against the 0.8368 the mean angle promises, a deficit of 5.0 per cent. Nothing has stalled, and no gust has taken the wing past the stall angle: the deficit comes entirely from the curve bending over, and it is there at every angle where the curve is not straight.

The lift at the mean angle

A wing in rough air flies at every angle in turn, so what it averages is the average of its lift curve rather than the lift at its average angle. Where the curve bends over near the stall the two differ by five per cent at three degrees of gust and by fourteen at five, and the drag goes the other way.

circulation · Gust A gust, the aeroplane's response, and the load it is left with. A one-minus-cosine gust twenty-five chords long, as an angle of attack, against distance flown, and the lift it produces on two aeroplanes free to rise — a light single with a mass parameter of 16 and an airliner at eleven kilometres with 149. Both loads lag the gust, because lift takes several chords to build. The light aeroplane's also peaks lower and falls away early: it has started to rise with the gust, which lowers its own angle of attack.

The aeroplane rises out of its own gust

A gust pushes a wing up, and the wing, being attached to an aeroplane that is free to move, starts rising — which lowers its angle of attack and takes away part of the load the gust was delivering. How much depends on one number, and the formula every airworthiness code used for forty years is a fit to the calculation this essay does again.

circulation · Gust

Named alongside it

The objects these essays reach for when they reach for this one.

Load factorDynamic pressureGustMeasurementModel limitStallUnsteady liftAirspeed indicatorAngle of attackAveragingConvolutionCorner speed

All concepts