Concept

Spin — where it appears

A sustained rotation of a stalled aircraft about a vertical axis, combining autorotation in roll with a yaw that feeds it. It is a steady state with a definite rate rather than a loss of control, and its recovery is a sequence rather than a single action.

Named by 5 essays across 2 fields — each of them below, with the objects they name alongside it.

One sign change, and both of a stall's surprises follow from it. A lift curve with a peak, and the rolling moment a wing makes against its own roll at the same incidence. Below the peak the slope of the lift curve is positive, the down-going wing makes more lift, and the roll is opposed. Past the peak the slope is negative, the down-going wing makes less, and the roll is reinforced. The stalling angle here is 16.46° and the damping changes sign at 17.07°. Nothing in this picture is a spin yet — a spin needs yaw as well — but the engine that drives one is the crossing of that line.

A roll that feeds itself

A spin is routinely described as a stall that got worse, and it is not a stall at all in the sense of an angle rather than a speed. It is autorotation — a roll that sustains itself because past the peak of the lift curve the down-going wing makes less lift rather than more — and the arithmetic says it begins a little past the stalling angle rather than at it.

misconceptions · Stall speed $Spin against distance flown, not against time. The spin of a struck golf ball as a fraction of its launch spin, against how far it has flown. The integrated flight sits exactly on an exponential in distance, because the spin-down torque is proportional to speed times spin and the speed cancels. The constant is 1,202 metres and the drive is 200, so the ball arrives with five sixths of the spin it left with.$

The ball that never forgets its spin

Commentary explains a late-swerving ball by saying the spin is dying away. The spin-down torque goes as speed times spin, so spin decays over a distance rather than a time — 1,202 metres for a golf ball against a 200-metre drive — and what dies away is the speed, which makes the swerve stronger.

applied · Sport ball $Lift takes the launch angle down far faster than drag does. The best launch angle against β for a ball whose lift is a fixed fraction ℓ of its drag, from ℓ = 0 — the drag-only curve — to ℓ = 1. At β = 10 drag alone puts the best angle at 32.6°; a lift-to-drag ratio of 0.4 takes it to 15.9° and 0.8 makes a level launch best. Once the curve reaches zero it stays there: the lift lifts the ball, and any angle given at launch is height the lift would have bought for less drag.$

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.

applied · Sport ball

With lift in proportion to spin, a drive gains from spin until its launch is level; the measured curves give it a best spin where drives are hit. The longest carry of a 70 m/s drive at each spin rate, its launch angle chosen for that spin, for four pairs of coefficients: lift in proportion to the spin ratio with fixed drag; drag rising with spin; lift growing as its 0.4 power; both measured forms together. The fixed pair peaks near 4,800 rpm, where its best launch reaches level, and drag rising alone near 4,400 rpm; lift saturating alone is still rising at 6,000; with both measured forms the carry peaks at 234.6 m at 2273 rpm and 16.8°.

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.

applied · Sport ball

Along the carry's ridge the run hardly moves the best spin, because every drive on it lands alike. The total distance of a 70 m/s drive, carry and run, at each spin rate launched at the angle that carries furthest for that spin, on a firm, a medium and a soft fairway, with the carry alone. The carry peaks at 234.6 m at 2273 rpm; the total along the ridge peaks at 1728 rpm on the firm turf, 274.3 m, 2052 rpm on the medium turf, 249.3 m, 2375 rpm on the soft turf, 239.9 m. Every drive on the ridge lands between 45.2° and 49.2°.

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.

applied · Sport ball

Named alongside it

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

Lift coefficient Magnus effect Model limit Trajectory Optimisation Angular momentum Dimensional analysis Drag Measurement Angle of attack Autorotation Drag coefficient

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