Every essay — page 27
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
Ideal flow
The exact theory of a fluid with no viscosity — closed-form, elegant, and predicting no drag at all. Its failure is the most useful thing in the subject.
The fastest finger is set by the gap and one number
Push air into oil between two glass plates and the interface breaks into fingers. The averaged law of the cell makes the instability exact in its linear stage: every wavelength is driven in proportion to its wavenumber, surface tension holds back the short ones as the cube, and the fastest finger is π gap widths divided by the square root of a capillary number. A narrow channel stays flat; a wide one chooses how many fingers to make; and a growing bubble of air makes more of them the larger it gets.
A light hull slams softly, and a round one does not
A hull striking water slows as it sets the water moving, and the two share one momentum. For a V-shaped bottom that caps the slam: the force peaks when the water recruited weighs a fifth of the hull, and a hull as heavy as the water under its whole width feels a quarter of the force a constant-speed calculation predicts. For a round bottom it caps nothing, because the peak comes at the instant of contact, before the hull has slowed at all.
The meniscus slows the finger and hardly moves it
Air pushing oil through a narrow gap fingers at a wavelength the gap and one number set, on the assumption that surface tension acts only on the interface's curve in the plane. The interface is really a meniscus across the gap, leaving a film behind, and Park and Homsy's correction for it does two things that nearly cancel in the wavelength: it cuts the tension to π/4 and adds a drag that grows with speed. At bench speeds the fastest finger barely moves; it grows a quarter more slowly, and a channel goes unstable at four-fifths of the speed.
A hull bottom feels the slam it has time to answer
The slamming pressure on a V-bottom is a narrow ridge at the spray root, a megapascal high, that sweeps across each panel of plating in a few milliseconds — about the panel's own period. So the panel neither feels the ridge's height nor ignores its speed: it overshoots the static stress by up to half, a rule that designs for the peak pressure asks for half as much plating again as it needs, and a light hull's slower, softer slam is gentler on its plating twice over.
The sea-breeze front runs till evening only near the equator
A real sea breeze arrives: the cool sea air runs inland under the warm air as a gravity current, its head moving at a speed set by the density contrast and the depth of the cool layer. How far it gets depends on the latitude. Near the equator the head keeps running as long as the land stays warmer, and the length of the afternoon decides the reach. In mid-latitudes the Earth's rotation turns the current along the coast and stops the head hours before the contrast ends, a third further inland than the Rossby radius, and a longer afternoon adds nothing.
Plating that gives way slows the water that slams it, but only on a flat bottom
The slamming pressure on a hull's bottom is a ridge that rides at the edge of the wetted width, and how fast that edge moves depends on how far the water has to climb. A panel of plating that bends inward under the load gives the water further to climb, and while it is moving away it slows the climb itself. Fed back into Wagner's condition, that takes a seventh off the peak stress of a panel on a four-degree bottom loaded to the edge of what aluminium can bear, and almost nothing on a deep V — because what matters is the plating's deflection against the bottom's own rise across the panel.
A stalled plate keeps a quarter of its lift slope and moves its centre aft
Kirchhoff's free streamlines gave a plate held across a stream a drag with no viscosity in it. Tilt the plate, let the flow leave both its edges, and the same construction is a wing that has stalled from its leading edge. Rayleigh solved it in 1876, and the hodograph confirms him to seven figures: near zero incidence the stalled plate lifts at a quarter of the attached plate's rate, its centre of pressure sits at five sixteenths of the chord instead of a quarter, and its force is normal to it, so its lift-to-drag ratio is the cotangent of its incidence. A real stalled wing lifts more, by a factor the wake's pressure decides.
Thickness carries no load of its own and still moves the load forward
Thin-aerofoil theory builds a section's pressures from three pieces computed apart — its thickness, its camber, its incidence — and adds them. Every piece can be computed exactly on a Joukowski section, and so can the section they add up to. Added, the parts give a suction peak a quarter too weak and a loading that sits too far aft, and they miss nine per cent of the lift: thickness, which lifts nothing by itself, multiplies what camber and incidence make by 1 + 0.77 t/c. Carry the summed velocities through Bernoulli instead of adding the pressures, and most of the error goes; the part that stays is the cross term between thickness and lift, and it is first order in the lift.
A step's face is pushed at its foot and pulled at its lip, equally
Ideal flow running up a step has two corners in it, and the local theory of corners says what each does: the inside corner at the foot brings the flow to rest, the outside corner at the lip sends it round at infinite speed. Solved exactly, the step's face feels both — a push of 2/π of a dynamic pressure times its height spread over its lower four-fifths, and a pull concentrated at the lip — and they cancel exactly, at every ramp angle, because one reflection of the mapping exchanges the two corners. A step has no drag in ideal flow for the same reason a flat plate's lift has no drag: a finite force carried by an infinite speed.
A NACA section multiplies its lift by nearly one plus its thickness, and a nose correction cannot supply it
On Joukowski's exact sections, thickness — which lifts nothing alone — multiplies the lift of camber and incidence by 1 + 0.77 t/c. Solved by panels, the NACA four-digit sections that real wings use do more: their lift slope grows as about 1 + 0.84 t/c, and a cambered 2412 lifts 11.5 per cent more than thin-aerofoil theory says. The more of the thickness sits near the nose, the more it multiplies. Added as thin-aerofoil theory adds them, the parts lose a quarter of the suction peak and put the centre of pressure two hundredths of the chord too far aft. Riegels's nose factor, the classical repair, makes the nose speed finite and moves the peak, and adds no lift at all: the missing lift is not a nose effect.
A block's front face is pulled upstream by its own lip
A forward-facing step's face is pushed at its foot and pulled at its lip by exactly equal amounts. Give the step a back — make it a block on the floor — and the balance goes. The two lips, a short top apart, each sit in the other's fast flow, and the suction at the front lip grows while the push at the foot hardly changes: a block as long as it is tall has its front face pulled upstream by three tenths of the dynamic pressure times its height, a block a quarter as long by two thirds. The back is pulled downstream by exactly as much, so the ideal block still has no drag; but every force that ideal flow assigns is now on the wrong face for separation to undo.
Flows and fields
Streamlines, particle paths and the field that carries them. What is conserved, what a picture of a flow can show, and what it cannot.
