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

Every essay — page 35

Page 35 of 39, 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

Transition and turbulence

Where the laminar solutions stop being the ones the flow takes, and what can honestly be said about what follows — which is less than the textbooks imply and more than nothing.

One curve from two to one, with four thirds somewhere in the middle. The ratio of the transverse second-order structure function to the longitudinal one, against separation, at three Reynolds numbers. Every value on every curve follows from the longitudinal function alone by a relation with no dynamics in it. It is exactly 2 where the field is smooth, exactly 1 beyond the correlation length, and it passes through four thirds on the way — but it passes through rather than resting there, and how nearly it rests is the whole of what a Reynolds number buys.

A relation with no turbulence in it

Isotropy and incompressibility alone fix the transverse structure function from the longitudinal one. Divide the relation through and it says the ratio of the two is one plus half the local slope — so the exponent everybody measures as 0.70 and the ratio everybody measures as 1.35 are one measurement, and a model spectrum with no intermittency in it produces both.

9 figures The plateau everybody looks for is a summit, and a low one. −Dₗₗₗ/((4/5)εr) against separation in decaying turbulence at five Taylor-scale Reynolds numbers. None has a plateau at one. Each rises through the viscous range and turns over, peaking at 0.49, 0.63, 0.75, 0.85, 0.90 for Reλ = 50, 100, 200, 500, 1000. A measurement of ε that takes the largest value of this curve as four-fifths reads each of those shortfalls as a smaller dissipation.

The decay inside the four-fifths law

The four-fifths law gives the dissipation of turbulence from one measured moment with no constant in it, which makes it the obvious way to measure how the dissipation coefficient travels during a decay. But the law is exact only in a limit, and a decaying flow is not in it. The decay itself takes a quarter off the moment at the Reynolds numbers grids reach — and the bias moves as the flow decays, by a sixth, in the direction opposite to the effect being looked for.

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Viscosity

The thin layer next to a surface that ideal flow ignores, and which supplies drag, separation and the wake.

Flow past a cylinder at Re 40. A real fluid past a circular cylinder. At low Reynolds number the flow closes up behind the body much as the ideal theory says; as it rises the flow separates and a region of reversed flow appears behind, which is where drag comes from.

Everything happens in a layer you cannot see

Air has so little viscosity that ignoring it works almost everywhere. Almost everywhere leaves out a film next to the surface, perhaps a millimetre thick, and that film decides drag, stall and whether an aircraft flies at all.

6 figures Flow past a cylinder at Re 100. A real fluid past a circular cylinder. At low Reynolds number the flow closes up behind the body much as the ideal theory says; as it rises the flow separates and a region of reversed flow appears behind, which is where drag comes from.

When the flow lets go

Every body asks the air behind it to slow down and climb back up to the pressure it started at. Sometimes the air cannot, and the moment it refuses is separation — the source of most drag, the cause of stall, and the reason a golf ball has dimples.

6 figures Flow past a cylinder at Re 100. A real fluid past a circular cylinder. At low Reynolds number the flow closes up behind the body much as the ideal theory says; as it rises the flow separates and a region of reversed flow appears behind, which is where drag comes from.

The two theories, side by side

The exact solution and the real flow, for the same body in the same stream. One is beautiful and predicts nothing has drag; the other is approximate and has a wake in it. Where they agree and where they part is the whole map of the subject.

7 figures The laminar boundary-layer profile. Speed against height through a laminar boundary layer on a flat plate, in the similarity variable that collapses every station along the plate onto one curve. The straight line is the slope at the wall, which is what the skin friction is proportional to.

How thick is thin

The boundary layer has no edge. It approaches the free stream and never arrives, so any thickness quoted for it is a convention — and the three conventions in use measure three different things, one of which is not a height at all.

7 figures A wing's two drags, and the lift at which they are equal. Friction drag and induced drag plotted against lift coefficient, with their sum above them. Friction is flat, because a surface costs the same whatever the wing is doing; induced drag rises as the square of the lift. The total is least where the two are equal, and that is also the point of best glide.

The two drags a wing pays

A wing pays for having a surface, and it pays for making lift with a finite span. One of those bills falls as it flies faster and the other rises, so there is a speed at which the total is least — and the condition for it turns out to be that the two are equal.

6 figures The wall slope against pressure gradient, and where it runs out. How steeply the flow leaves the wall, plotted against the pressure gradient the layer is running into. A favourable gradient presses the profile against the surface and steepens it; an adverse one hollows it out. The curve reaches zero at a definite value, and beyond that there is no attached solution at all.

How much uphill a layer can take

A boundary layer running into rising pressure is climbing a hill on the last of its momentum. There is a definite steepness at which it can no longer do it, and the number is not a rule of thumb — it is where a family of solutions stops existing.

7 figures Pressure recovery along the upper surface at 6°. Surface speed and the local Falkner–Skan pressure-gradient parameter, plotted along the upper surface from the nose. The speed peaks near the leading edge and then falls, which is the layer climbing back up to the pressure it started at, and the parameter crosses the separation value where that climb becomes too steep.

Where the straight line stops

Ideal flow will report a lift coefficient at forty degrees of incidence without complaint. What ends the lift curve is the boundary layer refusing to follow the surface, and the estimate of when that happens joins two solvers that have nothing else in common.

7 figures The speed for least drag is not the speed for least power. Drag and power against airspeed, in units of the speed at which drag is least. Power is drag times speed, so its minimum sits slower — at the fourth root of a third of the least-drag speed, which is 0.76 of it. Flying for range and flying for endurance are therefore different speeds, and the difference is not a rule of thumb.

The cheapest way to stay up

There is a speed at which an aircraft's drag is least, and a different, slower speed at which its power is least. The ratio between them is the fourth root of a third — a number that does not depend on the aircraft, the altitude, or anything else about the flight.

6 figures Every wavelength grows, and the shortest grows fastest. Growth rate against wavenumber for a vortex sheet of zero thickness and for a layer of thickness δ. The sheet's curve rises without limit, which is the model announcing that it has no shortest scale in it; the layer's turns over and dies at kδ = 1, the neutral wavenumber computed from Rayleigh's equation rather than fitted.

The gradient that does both

One line of the boundary-layer equations at the wall says the profile's curvature there equals the pressure gradient. That single sign causes separation and causes instability, and it causes the instability a long way before it causes the separation.

6 figures Two drag laws, one derived and one fitted. Flat-plate drag coefficient against Reynolds number, laminar and turbulent, on log axes. The laminar curve is Blasius' similarity solution, solved by shooting; the turbulent one is the 1/7-power correlation, which was fitted to experiment and is drawn dashed-in-kind to keep the difference visible. Their slopes differ — −1/2 against −1/5 — so the gap between them widens rather than staying put.

The cost of going turbulent

A turbulent boundary layer costs several times the friction of a laminar one, and the multiple is not a constant — it rises with Reynolds number, because the two laws have different exponents. That is why laminar flow is worth more on a long fast surface than on a short slow one.

6 figures