Optimisation — where it appears
Named by 75 essays across 8 fields — each of them below, with the objects they name alongside it.
The fastest way is not the straight one
A boat racing to a mark dead upwind sails seventy per cent further than the distance to it, and arrives first. The best angle is forty-five degrees plus half the apparent wind angle, it comes out of one line of trigonometry, and the same argument says to gybe downwind rather than run.
The radius that costs least
A vessel that carries a flow costs two things to own — the power to push fluid along it and the price of the tissue itself. Minimising the sum gives a best radius, the best radius makes flow proportional to radius cubed, and the rule that follows is a statement about a photograph that came out of a cost function.
Nothing but the shape of the gap
A machine that holds a steel shaft off its bearing with a film of oil twenty-five microns thick has no pump in it, and the pressure it generates would yield mild steel. The mechanism is not the oil and not the speed; it is that the gap narrows.
Half the jet speed takes everything
A bucket standing still feels the largest force and does no work; a bucket running with the jet does no work either. Between them the power peaks at exactly half the jet speed, for every bucket shape and every flow rate — and at that speed a perfect bucket leaves the water motionless.
The loading nobody used
Elliptic loading is the least-drag answer to a question no aeroplane asks. Constrain the moment the lift makes about the wing root instead of the span, and a different curve comes out — five quarters of the span for sixty-four seventy-fifths of the drag, both exact — with an upwash over the outer wing and a yaw that turns the right way.
A wing that leaves the plane
A winglet is not a fence and it does not block anything escaping round the tip. The induced drag of any system of lifting surfaces depends on one cross-section of its wake and on nothing else whatever, and a wake that reaches upwards is cheaper for the same reason a wake that reaches sideways is.
A pump with no engine
A hydraulic ram lifts water uphill using nothing but the water that is already falling. It has one moving part and no power supply, and everything it can and cannot do follows from an energy audit that fits on one line — including a ceiling nothing about its design can move.
The cheapest shape the walls allow
The parabola in a pipe is usually presented as what the equations give. It is better understood the other way round — of every profile that could carry that flow between those walls, it is the one that destroys the least energy, and the equations give it for that reason.
Mixing is a pump
Two streams at different speeds mixing in a tube destroy energy — the same Borda–Carnot expression a handbook prints beside a sudden enlargement, with two streams in it instead of one. And while they destroy it the pressure rises, which makes the loss the mechanism of a machine with no moving parts.
The lift beside a wing
Fly two aeroplanes with their wingtips touching and the pair costs exactly half what the two cost apart. Not approximately half — the arithmetic is a closed form, because two wings tip to tip are one wing of twice the span, and induced drag goes as the square of it.
One number picks the machine
A flow rate, a head and a shaft speed contain exactly one dimensionless combination with no size in it. That combination decides whether a duty wants an impulse wheel, a Francis runner or a propeller — before anything has been drawn, sized, or costed.
A wake that closes on itself
Prandtl's best wing system is a rectangle, not a wing. Solving for the loading on a closed wake turns up a circulation that costs nothing and does nothing — a gauge freedom in the middle of an optimisation — and a drag that keeps falling with no floor under it.
The least drag a volume can have
A body's supersonic wave drag depends on nothing about it except how its cross-sectional area is distributed along its length. Minimising that for a given volume gives one shape — and the answer goes as the volume squared over the fourth power of the length.
A compression that costs nothing in the end
Turning a supersonic stream away from itself is free and turning it into itself is not. But the price of a compression is the cube of its strength, so splitting one turn into N turns costs one over N squared — and in the limit the compression is free too.
The angle a junction chooses
Murray's law fixes the radii at a branching vessel and is where every account of it stops. The same minimisation fixes the angles completely — 74.93 degrees for a symmetric bifurcation, a right angle for a vanishing side branch — and it does so as a triangle of forces, with tensions proportional to the squares of the radii.
The only theory simple enough to optimise
Whether Newton's sine-squared law is right has two answers — hopeless at the speeds he argued about, nearly exact behind a strong shock. This asks a different question about the same formula. Its pressure depends only on the local surface angle, so a shape's drag is a quadrature rather than a solution, and the best shape can be found by calculus.
A disc that knows no blades
Momentum theory replaces a rotor with a surface across which the pressure jumps, and gets the Betz limit, the induced velocity and the whole energy argument out of it. It has no chord, no section and no number of blades — and at one fixed solidity, two blades and twenty give thrust coefficients ten per cent apart.
More lift than weight
An aeroplane in level flight is drawn with one arrow up and one arrow down, equal and opposite. That equation collapses the whole configuration onto one number, and it is not true of any aeroplane with a tail behind it: there are two surfaces, two equations, and the second decides the split.
The duty that had no machine
Some duties have a specific speed outside every band, and no runner will do them at any size because the number contains no size. That is true and it is not the end. The same group says how to split the duty until it fits, and the two ways of splitting move it along the same axis in opposite directions, by exponents read straight off it.
The gap that carries the most
A bearing's most consequential dimension is decided by a number with no oil in it, no speed and no size — the root of one transcendental equation, at 2.1887048. And the maximum it sits on is flat enough that the value printed in every handbook is not it.
The group with no head in it
The number that picks a machine says nothing about whether the machine can exist. A second group formed from the same variables, with the delivered head replaced by the margin available at the inlet, decides that — and the delivered head has left the expression entirely, so how far a pump lifts is irrelevant to whether it tears the liquid apart at its own entrance.
Where a pure number comes from
Sixty-four for a round pipe, sixteen twenty-sevenths for a wind turbine, 0.332 for Blasius. Counting dimensions produces none of them — it produces the list of arguments, and the function has to be solved. Which of the four ways it was solved decides how many digits are worth printing.
The stress that picks the aerodynamics
The free term in a rotor's pressure rise wants radius and speed, and both are capped by something with no fluid in it. Integrate a blade's own weight outward and the root stress comes out as the annulus area times the square of the shaft speed — with the chord cancelled, the blade count cancelled, and every property of the gas cancelled.
How much more than the least
Of all the flows that conserve mass and stay inside the walls, the ideal one carries the least energy. That is a theorem, and the useful half of it is the part nobody quotes: it says by exactly how much every other flow misses, and the answer is the square of how wrong it looks.
The optimum that does not matter
Elliptic loading gives the least induced drag, exactly, and the proof is one line: the penalty is a sum of squares. Which is also why the optimum is flat enough that a quarter of the design space sits inside a tenth of a per cent of it.
A breeze the boat cannot use
The two-angle polar makes a boat's speed a fixed fraction of the wind, in any wind. A righting moment ends that at 3.7 metres a second on the beat. Past it the crew must spill force, a flattened sail's drag angle climbs, and the best course to windward moves closer to the wind rather than away from it — which 45° + λ/2 cannot say, because λ now depends on the course.
The specific speed a pump spends its life at
A pump is chosen by its specific speed at its best point and then run somewhere else. Written in the pump's own coefficients the number is √φ/ψ^¾, a position along its characteristic, and a variable-speed drive keeps it there only when the system it pumps into has no static lift. Every metre of lift moves a slowed pump along its own curve, towards shut-off, and a throttle moves it further.
The nozzle that is best at one thing
Put the four losses back into a jet pump and three questions get three answers. The most head comes from a nozzle four-fifths of its throat, in closed form; the best efficiency from one a quarter of it; and the most flow from whichever nozzle is smallest, because flow has no optimum at all.
A choke that belongs to two streams
A steam ejector entrains a fixed amount of gas whatever its back pressure, up to a pressure where it stops. The flat part is a choke, and the entrained gas is not at Mach one when it happens: it is at 0.886, because the supersonic jet beside it is part of the same throat. One area ratio then trades that entrainment for compression, and the trade decides how a vacuum train is built.
The pump that is better the more it squeezes
A waving sheet swims at a cost per metre with no amplitude in it. A waving wall pumping fluid is the same mechanism turned round, and its efficiency is nothing like that: it starts at nine-eighths of the amplitude ratio squared, is exactly 2 − √3 at half closure, and rises towards one as the wave closes the tube — where the pump stops being a wave and becomes a piston.
A lighter spar turns a box wing into a biplane
Prandtl's best wing system has two-thirds of a monoplane's induced drag at a gap of a fifth of the span, and part of that saving is carried by circulation turning the corner into its fins. Ask the box to bend its root less and it pays about half what a monoplane pays — but a biplane with no fins pays nearly as little, and by the time the spar is a fifth lighter the fins carry almost nothing and the box has become the biplane it was built from.
The tangent that sizes a plant
A closed cylinder of settling suspension is a kinematic wave problem with a flux curve. Open the cylinder — feed it at the top and draw thickened slurry from the floor — and the capacity of the whole plant is a straight line laid against that same curve, touching it rather than cutting it.
The best a tube can do is its own radius
Taylor's dispersion coefficient rises without limit with velocity, so there is no best speed to run a tube at. Ask instead how much a slug spreads per metre travelled and an optimum appears at once — and the spreading there is the tube's radius over the square root of three, with no diffusivity and no velocity left in it.
A stroke is worth the area it encloses
The usual account of swimming without inertia is a symmetry argument about reciprocal strokes, which says what cannot work and nothing about what does. Draw the stroke in the space of the swimmer's own shapes and the displacement is a line integral — so it is an area, it does not depend on how fast the stroke is played, and the scallop theorem is Stokes' theorem.
One coefficient, two errors
A closed tunnel's walls push a measurement one way and an open jet's push it the other, so a wall somewhere between them should push it neither. There is such a wall, its coefficient is a length, and it nulls the blockage at 1.184 tunnel half-heights — and the streamline curvature at 1.590.
The drag that can only see one curve
A slender body's far field is a line of sources of strength A′(x), and nothing else about its shape reaches it. So its supersonic wave drag depends on the cross-sectional area distribution alone — and a fuselage cut away where the wing joins it can carry the wing for nothing.
The rudder pays for the keel's wake
A rudder angled to carry side force feels drag out of all proportion to its share, and that is the sensation behind the rule that weather helm is slow. The pair's drag does not care who is billed. It is least with the rudder carrying an eighth of the load, at under a degree of helm, and that share does not change with how hard the boat is pressed.
A flow pinned between two guesses
The minimum-dissipation principle says the true flow is the cheapest one the walls allow, so any guessed velocity carries too little. It has a twin that nobody teaches: any guessed stress in balance with the pressure carries too much, and it needs no wall condition at all. Between the two, the flow through a duct with no formula is pinned down to as many figures as anyone wants.
The bird at the point pays for the V
A flock's saving in a V is fixed by where its members sit across the stream, and the angle of the V cannot change it by a single per cent. What the angle changes is who gets the saving. It flows backwards through the formation, so that in a V swept forty-five degrees the leader pays nine-tenths of what it would pay alone while every bird behind it pays under four-tenths.
A washed filter works as long as it rests
A batch filter that has to be emptied between runs has a best cycle, and the rule for it is exact: the time the cake is responsible for equals the time the filter stands idle. Washing the cake does not break the rule, because a wash through a finished cake costs time in proportion to the square of its thickness, just as filtering it did. What a wash changes is the price, and the price is set by the slurry's concentration and by how far the wash front smears, not by the cake's softness.
A fair V is a curved V
In a straight V of birds somebody always pays more than somebody else: at the fairest angle the leader and the two birds at the tips pay half again what the birds between them pay. The V in which every bird pays exactly the same can be solved for, and it is not straight. Its arms leave the leader almost abreast and bend back ever more steeply, to thirty-two degrees at the tips of a flock of nine. The share every bird then pays is the flock's average, fixed by Munk's theorem before any position is chosen — so fairness costs nothing, and the only thing that can make the flock cheaper is flying closer together sideways.
One fast pump or two slow ones
A pumping station with several identical pumps in parallel has a control that a single pump does not: how many of them are running. With no static lift the answer is all of them, always, slowed together. With lift it is a number that falls with the flow and is almost never whole — the flow times the number of pumps, over the square root of the head the system asks. Staging rounds it, and the right moment to round up comes before the running pumps have run out of speed.
Murray's law is not the rule for a pulse
Murray's law sizes a branching vessel for the cheapest steady flow, and at every junction built to it a pressure pulse is partly reflected. The rule that makes a junction transparent to a pulse is a different exponent, set by how the wave speed changes with radius. A tree is not the sum of its junctions, either: a Murray tree six generations deep reflects a third of the pulse at the heart rate, three times what one of its junctions does, and viscosity in the smallest branches means no area rule can make it transparent at every frequency. The best a pulsing tree can do lies between area-preserving and Murray.
A box wing's fins earn their keep in the spar
Constrain a box wing's root bending moment and its fins stop saving drag: it becomes a biplane. But that constraint counted the lift's moment, not the spars', and the fins join the spars into one frame. Joined at the tips, the two spars hand part of the moment to a couple across the gap — tension in one, compression in the other — which costs far less material than bending. With fins as stiff as the spars that is three-tenths of the moment; with rigid fins it stops at a third, whatever the gap, because a tip joint can only guide a tip. Counted in the spar, the box has less drag and a lighter spar than the elliptic monoplane at once.
A squeezed tube is held open by its own fluid
A peristaltic pump with a prescribed wall wave gets better the more its wave closes the channel, and at closure it becomes a piston. A real one squeezes an elastic wall and lets the fluid push back. Then the channel never closes: the pressure ahead of the narrowest point holds a gap open that grows as the square root of the wall's give, squeezing harder past closure pumps less, and the pump behaves as a displacement pump until a pressure of about one over its compliance blows the throat open — with an efficiency that stops short of one by an amount that grows with the wall's give.
An ejector's nozzle exit is a condition, not a choice
A steam ejector has two areas a designer can pick, the mixing tube's and the nozzle exit's, and one of them looked like a second way round the trade between entrainment and compression. It is not. Both are largest with the exit matched to the pressure the jet meets, as a rocket's thrust is, and every other exit draws a curve inside the matched one. What moves the machine is loss, and the losses sort themselves: only the nozzle's reaches the entrainment, and the sharp edge of the characteristic belongs to the ideal machine alone.
A third surface is worth a square
A canard and a tail each leave an aircraft one free share of its lift, and the static margin spends it. Give an aircraft both and one share stays free after trim, so the split can slide along a line to the point of least induced drag. What that slide is worth turns out to be a square: half the bowl's curvature times the square of how far the tail aircraft already trims from twice the bowl's foot. For a cruising wing the saving is under one per cent and less than the canard's own skin friction; it pays only for a wing whose pitching moment is as large as a flapped section's.
The hull Michell's integral prefers
Michell's integral gives a thin ship's wave resistance as a quadratic in the hull's offsets, so the hull of least resistance at a given speed and displacement is a quadratic minimisation. Allowed only to reshape its waterline, the integral rediscovers the naval architect's oldest rule: fine ends for a slow ship, full ends for a fast one. Allowed to reshape its depth too, it drains the waterline and piles volume at the keel until the hull is not a ship. And it cannot grow a bulb at the bow, because it cannot tell the bow from the stern.
The stern's wake puts the bulb at the bow
Michell's thin-ship integral cannot tell a ship's bow from its stern: reverse any hull and its wave resistance is unchanged, so the least-resistance hull is symmetric and a bulb is worth as much at the stern as at the bow. Real ships are fuller aft and put their bulbs forward. Let the stern's waves be made by water the hull's own boundary layer has slowed, and both follow: the optimum hull leans aft, and a bulb at the bow cuts the waves by far more than the same bulb at the stern.
A foil flies level through a short sea and follows a long one
A foiling boat in waves has two ways to fly. It can hold its height and let the surface rise and fall over its foil, or it can follow the surface and heave with every wave. Flying level costs a deeper ride and a few per cent of drag whatever the wavelength; following costs the square of the heave, which grows with the frequency the boat meets the waves at. Into a head sea the two cost the same at a wavelength of about sixteen metres, running with the waves at about six, and the wave's height hardly moves either.
A free waist needs half the depth, and the sweep costs it nothing
A cosine-squared dent in a fuselage cancels its overspeed at an unswept wing's root for about a third of the fuselage's cross-section, and nothing can remove the overspeed, only move it. Let a linear programme choose the waist's shape instead, and half of that third turns out to have been the dent's fault. The free waist is flat-bottomed and steep-sided, and for a swept root it simply runs aft with the chord, where a single dent has to widen and deepen.
A tree transparent at every junction is not the quietest
The branching rule that lets a heart's pulse through one junction without reflection is set by that junction's Womersley number: area-preserving in the aorta, Murray's in the small arteries. Build a whole arterial tree that way, every junction at its own transparent rule, and it reflects more of the pulse than the best tree built to a single exponent. The single exponent wins by leaving its junctions slightly mismatched, in the way that cancels the echo from the tree's own ends — the trick an antireflection coating plays on light.
A foil in a random sea follows it up to its peak
In a regular wave a foiling boat chooses between holding its height and following the surface. A real sea is a spectrum, and a wand that filters its signal can do both at once: follow the long waves and fly level through the short. The best place to divide them is close to the frequency of the sea's own peak, the divided control beats either pure strategy, and in a rough sea it is the only one of the three that keeps the foil a safe distance under the surface and the drag near its calm-water value.
A wake held at the stern keeps the bulb and loses the lean
A wake that slows the water steadily from bow to stern makes Michell's least-resistance hull fuller aft and puts its bulb at the bow. A real ship's wake is nearly nothing along most of the hull and strong only in its last few metres, deepest at the keel. Held there, with the same wake at the propeller, it moves the hull's volume aft by a twentieth to a half as much, and it keeps a third to two-thirds of the bulb's preference for the bow. The lean was a property of the water along the run, and the bulb a property of the water at the stern.
The terminal speed sets the best launch angle
In a vacuum every ball goes furthest at forty-five degrees. In air the best angle is lower, and it is lower by an amount that depends on one number only: how many times its own terminal speed the ball is launched at. A shot put, a baseball and a shuttlecock are three points on one curve, which falls from 45° to 41° at once and then needs a thousandfold more speed to reach 20°.
A spinning ball should leave low
Drag alone takes a ball's best launch angle from 45° to the high thirties at the speeds sport is played at. Backspin takes it into the teens, because a ball with lift is a glider and a glider buys its height with lift rather than with angle. Every tenth of lift-to-drag ratio takes a fixed slice off the angle, and above a line that depends on the launch speed the best flight leaves the ground level.
The cheapest turbulent pipe follows two and a half, not three
Murray's cube law comes from Poiseuille's resistance, and it fails the moment the flow in a vessel turns turbulent. The same cost minimised with turbulent friction gives a flow that grows as the radius to the power 27/11 in a smooth pipe and 7/3 in a rough one. Murray's invariant, a wall shear the same in every vessel, goes with it, and so does the local rule that made the law credible as biology: a vessel that holds its shear at a set point is twice too wide.
Washout is right at one lift coefficient
A twisted wing's loading is the sum of two shapes in a proportion that changes with speed, so its induced drag is a parabola in lift coefficient with its least at one design point, and that point moves in proportion to the twist. On a rectangular wing four degrees of washout puts it at a lift coefficient of 0.51 and recovers almost all the span efficiency the planform lost. On a well-tapered wing the same four degrees puts it at nineteen, and the washout is a drag paid at every speed for the stall alone.
One twist is chosen for the speed flown per metre
A twisted wing is best at one lift coefficient and an aeroplane flies at many. Average its induced drag over a flight the way fuel and height are actually spent, per metre, and the twist that wins is the one for the root-mean-square speed of the flight — so the cruise outvotes the slow flight, a glider's circling barely counts, and a trainer's usual three or four degrees of washout turn out to be right for reasons nobody fitted them for.
The last shock should be the weakest
An intake slows a supersonic stream through a train of oblique shocks and one normal shock, and the rule for laying out the train is that its shocks should be equally strong. Solved exactly rather than quoted, the rule is right for the oblique shocks to four figures and wrong for the last one: the terminal normal shock should be about five per cent weaker than the others, and the turns that give equal strengths are not equal turns but grow along the train.
Between fixed ends the transparent tree is the quiet one
Grown from one aorta for six generations, an arterial tree whose every junction passes the pulse reflected more than one built to a single compromise exponent. Grown instead from the same aorta down to the same small vessels, however many generations each rule needs, the order turns over: the junction-by-junction tree is the quietest, and Murray's tree, which looked cheapest for the heart, becomes the dearest. The earlier ranking was a comparison between trees that fed different beds.
A bending moment never chooses a span
Hold a wing's lift and its bending moment and ask for the least induced drag, and the answer does not stop: the span grows for ever and the tips push down. Both celebrated answers — Prandtl's bell at √(3/2) of the span for 8/9 of the drag, and the root-moment wing at 4/3 for 27/32 — are the span at which the least-drag loading's tips stop lifting. The structure sets how much is saved; a condition nobody states sets where the saving ends.
The cowl caps what the ramps can buy
Every ramp in front of a supersonic intake turns the flow towards the cowl, and the cowl's outer surface has to turn the free stream at least as far. Past the free stream's own detachment angle it cannot, and that one angle caps every external intake: at Mach 3 no number of ramps, nor a smooth ramp, recovers more than 88 per cent, and the shock that is left at the throat is the strongest in the train. Above Mach 3 the cap falls fast, which is why fast intakes compress inside.
Compression behind the lip is bought by opening the throat
The cowl caps how far an intake's ramps can turn the flow, and moving some of the compression inside the duct escapes the cap. It does not escape the duct's other limit: a duct that contracts a supersonic stream has to swallow the shock that stands at its lip while it starts. With fixed walls that allows a contraction of about a tenth, and at Mach 3 six shocks with three inside recover exactly what six outside do. A duct that opens its throat to start and closes it after recovers 94 per cent — the internal compression is paid for by the moving wall, not by the walls being inside.
A drive's best spin falls where players hit it only because lift tires and drag grows
With lift in proportion to spin and drag fixed, a golf drive keeps gaining from backspin until its best launch has fallen to level, near 4,800 rpm, and past a few thousand more the model flies a ball the length of eight football pitches. Give lift and drag the curves wind tunnels measure — lift growing ever more slowly with the spin ratio, drag rising with it — and the best spin moves to near 2,300 rpm at 70 m/s, with a launch well above level, inside the range launch monitors recommend. Either curve alone leaves it at twice that or more. And along a ridge of best launches the carry hardly moves while the angle falls by ten degrees, which is why the launch angle is the softer of the two numbers.
A wing that twists with its speed washes out the wrong way
A fixed washout is right at one lift coefficient, and a flight that spends its time at four of them pays for the spread. A wing whose twist changed in flight could follow — but the twist a real wing gets for free is driven by dynamic pressure, and it adds washout as the aeroplane speeds up, exactly where less is wanted. On a trainer's sortie a degree of it at cruise raises the induced energy by a third of a point. The best twist driven by dynamic pressure washes in, and only one that follows the incidence itself removes the spread entirely.
A wand that lags its sea makes flying level the better bet
A foiling dinghy whose height control divides the sea sharply follows the long waves, flies level through the short and beats both pure strategies. Give the division the lag a real wand or filter has and the gain disappears in a moderate sea; in a rough one no crossover both keeps the foil under and spares it from pulling down. A second-order filter, which cuts more sharply, does worse rather than better, because it flies through more of the sea near its crossover than the sea contains.
The run moves the best drive below the ridge that carries furthest
A drive's carry is greatest along a ridge of launches on which more spin trades for a lower angle at almost no cost. Every drive on that ridge lands at about the same steep angle, so the run after landing hardly chooses between them. What the run rewards is leaving the ridge: less spin and a launch several degrees lower, a lower flight that lands flatter, gives up thirteen metres of carry and gets back twenty in the run. On an ordinary fairway the best drive in all lands near thirty-five degrees, at every ball speed; on a firm one the model's ground stops being a turf anybody has measured before the run stops paying.
The cheapest fork loses only its sideways speed, and pricing it closes the fork
A turbulent network built at least cost forks at 28.4°, with daughters three quarters of the parent's radius, and those numbers priced the pipes and never the split. Price the split as Borda priced a sudden widening and something exact appears: at the cheapest fork each daughter already runs at the parent's velocity component along it, so the junction loses nothing but the sideways part of the parent's speed, and its loss cannot be reduced by resizing the daughters. It can be reduced by narrowing the fork. A split costing under two per cent of the bill moves the cheapest angle by seven degrees, because the pipes' bill is flat at its best angle and the split's loss is not.
A pivoted wingtip follows the lift only with no spring stiffness and no camber
The washout a trainer's sortie wants grows in proportion to the lift coefficient, and the twist a wing gets for free follows the dynamic pressure instead. A tip panel free to pivot on a hinge ahead of its own aerodynamic centre can do better, and on one condition it does exactly what is wanted: held by a constant torque and carrying no camber moment, its own lift coefficient stays in proportion to the wing's, and every segment of the sortie flies at its own best twist. Every unit of spring stiffness gives part of that back, a cambered section's moment turns the panel into the wrong law altogether, and the free panel sheds a quarter of a gust's lift for nothing.
The layer every airway restarts bends Murray's cube towards the turbulent pipe's
A laminar fork does not lose energy the way a turbulent one does, in a burst of mixing at the split. It loses it all the way down each daughter, because the boundary layer starts again at every flow divider and an airway a few diameters long ends before the layer has grown across it. Pedley measured that extra dissipation in 1970, and in the form he wrote it the radius cancels: it depends on the flow and the length alone. Price it into the cheapest tree and Murray's cube law gives way to a flow growing as the radius to the power twelve-fifths or thirteen-fifths, the band the turbulent pipe's exponent sits in, across the first eleven generations of a resting lung.
A driver reaches the best drive only by striking upward
The longest drive asks for a launch near twelve degrees with little more than a thousand revolutions a minute of backspin, and a club cannot ask for those separately. Its strike sets the spin by the angle between the head's path and its face, and the launch by the face's loft, so a player who swings level can trade spin for launch only along one line — and that line misses the best drive. Striking upward moves the line. At a 45 m/s head speed the longest total comes at an attack of nine degrees upward with fourteen of loft, 4.6 metres past the best level strike, and it still lands near thirty-five degrees.
A spar that must lift itself stops the span at a quarter of the weight
Held only to a lift and a bending moment, the least-drag wing never stops growing. An aeroplane's wing stops because its spar has weight, and the weight has to be lifted. Count it, and the best span is the one at which the spar is exactly a quarter of the lift when the wing's area is fixed, and a third when its chord is — whatever the loading. The best loading then sheds some of its tip load, but not all the way to Prandtl's bell; with the chord held and nothing else charged, it is the bell exactly, and the more of the drag the wing's own area makes, the nearer it comes back to the ellipse.
A stiffness floor keeps the span and gives the tips their load back
A spar sized by strength alone thins to nothing at the tips, and charged as lift it stops the best span where it weighs a quarter of everything the wing carries, with the tips a little unloaded. A real outer wing is sized by stiffness, and stiffness sets a floor under the spar's weight that no reduction of the tip load can lower. Put that floor in and the tips get their load back — the best loading slides from a sixth of the way to the bell towards the ellipse — the quarter does not survive, rising to two fifths as the floor spreads over the outer two thirds of the span, and the span itself barely moves. A weight per metre cannot stop a span.
A strut inside a box wing is invisible to the wake, and halves the spar
Prandtl's best box wing has, everywhere inside it, air moving straight down: no sideways flow at all. A strut joining its two wings anywhere along the span therefore meets no flow it could turn, carries no load, and leaves the induced drag exactly where it was — the wake cannot see it. The spar can. A strut two fifths of the way out, as stiff as a spar and rigidly joined, halves the flange material of both spars, though it is pushed and pulled by almost nothing: the two wings lift equally and bend together, so the strut works through its joints, and a pinned one does nothing. Its only aerodynamic price is friction, and a slim strut pays it.
Named alongside it
The objects these essays reach for when they reach for this one.
Model limitInduced dragMeasurementSpan loadingEfficiencyDimensionlessThe Trefftz planeScalingSimilaritySpan efficiencyLifting lineBending moment