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

Every essay — page 11

Page 11 of 61, continuing through the fields in the same order.

Flows and fields Ideal flow Circulation and lift Viscosity Regimes and numbers Compressible flow Transition and turbulence Fluids at work What is taught wrongly Series Concepts Regimes Refutations Search

Circulation and lift

Where lift actually comes from. The Kutta condition, the Joukowski aerofoil, and lift derived rather than assumed.

Rolling effectiveness against dynamic pressure. The rolling moment an aileron produces, as a fraction of what it would produce on a rigid wing. It falls from one, passes through zero at the reversal pressure, and goes negative: beyond that point deflecting the aileron down rolls the aeroplane the other way. There is no oscillation anywhere in this figure and no frequency — it is a static failure.

The control that works backwards

Divergence is the static aeroelastic failure everybody names, and a wing with its elastic axis at its aerodynamic centre cannot diverge at any speed. It can still reverse — deflect the aileron down above a certain dynamic pressure and the aeroplane rolls the other way — because the aileron's own nose-down moment is there whatever the elastic axis is doing.

9 figures The six bodies, drawn at the same scale. Two circles, two ellipses and two Joukowski sections, each at the incidence that gives it a circulation of exactly two. There is no family resemblance and no common parameter; what they share is one number, and the theorem needs nothing else.

One formula, and it does not ask what the shape is

Kutta–Joukowski gives the lift of any two-dimensional body from one number. Six bodies with nothing else in common are put at that number here and come out with identical lifts — and with pitching moments, load distributions and suction peaks that are not even close.

8 figures How flat the optimum is. The same curve near its maximum, with the bands within a tenth and a half of one per cent of the best shaded. Every taper ratio from 0.31 to 0.42 is within a tenth of a per cent of the optimum, and the whole band from 0.25 to 0.51 is within half a per cent. The optimum is exact, and choosing it rather than its neighbour buys nothing a wing can measure.

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.

8 figures The damping crosses zero once, and the crossing is the boundary. The least damping ratio of the four aeroelastic modes against speed. It falls through zero at 80.843 metres a second, and at that speed the crossing root's real part is four parts in 10¹⁸ — which is what an algebraic condition on a quartic with real coefficients looks like when it is solved numerically.

The speed where the damping is exactly zero

Flutter is an algebraic condition on a quartic: one root crosses the imaginary axis, at one speed, exactly. And the quantity that locates it is so nearly flat there that the standard way of finding it from flight test overshoots by a quarter.

8 figures Two camber lines, one lift and one moment. A NACA 2412 mean line and the same line with a fourth harmonic added to its slope. They are eight tenths of a per cent of the chord apart, which is forty per cent of the section's own camber, and they have the same lift and the same pitching moment at every incidence — to the last bit of double precision.

Three numbers out of a camber line

Thin-aerofoil theory takes a whole function and returns a lift and a moment. Only three coefficients of that function survive: two camber lines matched in the first three, and eight tenths of a per cent of chord apart, have the same lift and the same moment at every incidence and load distributions thirty-seven per cent apart.

10 figures The wake's memory, as a gain and a phase. Theodorsen's lift deficiency against reduced frequency. It is one at zero frequency — the quasi-steady limit, where the wake has had time to convect away — and falls to a half at high frequency, with a phase lag peaking near 15 degrees in between.

The lag that makes flutter possible

This site's own flutter model set the lift deficiency to one and recorded in its notes that doing so throws away the lag which stabilises the torsion mode. Putting the lag back moves the flutter speed from 80.8 metres a second to 131, and removes the need for the structural damping that was covering the artefact.

8 figures One incidence, two lifts. Lift coefficient against incidence for a wing pitched sinusoidally through the stall, with the static curve for comparison. The loop is traversed anticlockwise: at twelve degrees the wing carries 0.22 more lift going up than coming down.

Two lifts at one incidence

A wing pitched up and down through the stall does not retrace its own lift curve. At twelve degrees it carries 0.22 more lift going up than coming down, and the loop that opens between the two is the work the airstream does on it — which is where the energy for a stall flutter comes from.

8 figures What is left behind, and what it is made of. The two rolled-up vortices behind a large aircraft, drawn to scale against its span. They sit at 78.5 per cent of the span apart, each carries 508 square metres a second of circulation, and the pair descends at 1.72 metres a second under its own induction.

A wake that says what made it

Two vortices sitting behind an aeroplane carry its weight and its span in a form that can be read back out: circulation times separation times density times speed is the lift, exactly. The reading is exact for about a minute and worth nothing after four.

8 figures A blade passing the vortex it shed a passage ago. The lift the blade section feels as it passes a tip vortex at five per cent of the radius. The pulse is a doublet rather than a bump — upwash on one side and downwash on the other — so the blade is pushed one way and then the other in the width of a few chords.

A blade that flies through what it shed

A rotor blade meets the tip vortex the blade in front of it left, a fifth of a second earlier, at a few per cent of the radius. What it feels is a doublet — five and a half degrees of upwash and then five and a half of downwash within a few chords — and the peak goes as one over the miss distance.

8 figures What a downstream blade sees going past. The axial velocity a blade in the second row meets, over one revolution, as it passes through the wakes of thirty upstream blades. Each dip is one wake, and the blade meets all thirty of them every time it goes round.

A row that meets the row before it

A compressor blade is loaded and unloaded thirty times a revolution by geometry it does not have. The forcing sits at the blade count of the row in front of it and at multiples of that, and how far up the harmonics it reaches is decided by how far apart the two rows are.

8 figures The induced velocity, after a step in thrust. A rotor's induced velocity following a thirty per cent increase in thrust applied at fifty milliseconds. It does not jump: the air the disc has to accelerate has an apparent mass, and the response is a first-order climb to the new momentum-theory value.

The inflow that takes time to arrive

Momentum theory gives a rotor's induced velocity from its thrust, instantly. It does not arrive instantly: the air the disc has to accelerate has a mass, and the response is a first-order climb with a time constant of 33 milliseconds — a twentieth of the time the wake itself takes to convect a radius.

8 figures What every wing pays to bend its root less. Least induced drag against the root bending moment of the lift, both as fractions of the elliptic monoplane of the same span and lift, for the monoplane and for box wings with gaps of a tenth, a fifth and two-fifths of the span. Each curve is a parabola with its minimum at that wing's unconstrained optimum. The box wings' minima sit to the right of the monoplane's — they load their lift further out — and their parabolas are shallower: the gap-of-a-fifth box can bend its root 21 per cent less than the elliptic monoplane and still match its drag.

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.

7 figures