Fluid Flow & Aerodynamics
why things fly, and why the usual explanation is wrong
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The thread: Taught wrongly, everywhere — page 19

Page 19 of 22, continuing through the 190 essays this motif runs through.

190 essays carry this thread — page 19 of 22.

One bowl, and a line across it for every way of flying. The least induced drag of a wing, a canard and a tail together, as a function of the canard's and the tail's shares of the lift, drawn as rings of equal drag about the bowl's foot, where each carries 1.9 per cent. A static margin of a tenth of a chord and a wing pitching moment draw a straight line of trimmed splits across the bowl. The tail aircraft trims where its line crosses the axis of zero canard load; the three-surface aircraft slides along the same line to the point nearest the foot. Circulation and lift

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.

 A phantom biplane partner doubles the induced drag. Induced drag at a given lift, as a multiple of its deep-water value, against the foil's depth in spans. The surface's image of the foil is an identical wing, equally loaded, twice the depth above it, so the real foil pays its own induced drag plus the mutual drag of a biplane with a gap of twice its depth: 1 + σ, with σ Prandtl's biplane factor. The elliptic biplane's 1 + σ and the aspect-ratio-9 foil's lattice both run to two as the depth closes. Fluids at work

A foil under the surface flies with a phantom

At foiling speed the water's surface cannot hold a pressure, and the image that condition requires is not the reversed one a wall makes. For a horizontal foil it is an identical wing, equally loaded, above the surface — a biplane partner that takes lift and gives nothing back, doubling the induced drag as the foil rises. For the board that pierces the surface it is a reversed copy, which makes the board pay two and a half times what a keel under a hull pays. It is the board, not the foil, that decides how deep a foiling boat rides.

 The integral's hull is fine-ended slow and full-ended fast. The waterline half-breadth, bow to the right, of the hull of least wave resistance with the Wigley hull's length, draught, depth profile and displacement, designed for Froude numbers of 0.25, 0.30, 0.40 and 0.50, beside the Wigley hull's parabola. At low speed the optimum pulls volume into its middle and leaves long, fine ends; at high speed it pushes volume out towards the ends. Every one is symmetric fore and aft. Regimes and numbers

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.

 On Mars the bulk viscosity is two speeds of sound. The speed of sound in carbon dioxide at 610 pascals and 240 kelvin against frequency, with the bulk viscosity scaled from its value at one atmosphere by pressure alone. Low notes travel at 245 m/s, with the bending vibration keeping up; high ones at 252 m/s, with it frozen. The step is centred near 342 Hz. The Perseverance rover's microphones reported the same thing in 2022: two speeds of sound, near 240 and 250 metres a second, either side of a few hundred hertz. Viscosity

The largest bulk viscosity is the first to expire

A bulk viscosity is not a separate property of a gas. It is the time a molecule's internal motion takes to catch up with a compression, multiplied by the pressure and by how much heat capacity lags, and read from below that time's frequency. So the coefficient that is largest is the one that stops being a coefficient soonest: carbon dioxide's fifteen-hundred-fold value is ten per cent wrong at 24 kHz, and on Mars it is two speeds of sound in the audible band.

 A cone hands the terminal shock a spread of Mach numbers. At Mach 2, the Mach number across the annulus a cowl on the conical shock captures, from the cone's surface to the shock, for cones of 15°, 22° and 28°, the last the best for recovery. Behind a wedge the flow is uniform; behind a cone it is fastest just behind the shock and slowest at the surface, 1.43 to 1.32 for the best cone. The terminal shock acts on all of it. Compressible flow

A cone intake's shock sees the whole capture

A cone's shock keeps far more total pressure than a wedge's at the same angle, because the cone finishes its turn in an isentropic compression after the shock. An intake then needs a terminal normal shock, and that shock meets not one Mach number but the whole spread the cone leaves across the captured annulus — fastest by the shock, where most of the air is, and slowest at the surface, where little is. Averaged over the mass, the cone's advantage over a wedge at the best angle for each is under two points of recovery, and the usual estimate from the surface Mach number nearly doubles it.

 A layer read as slip gives a slip length that drifts. The slip length a drainage measurement would fit at each gap to the force of a 1-nanometre viscous layer, using the slip formula, for layers three and ten times as viscous and immobile. Far off it is the first-order value, −0.667 nm for κ = 3; closer, it shrinks towards zero — −0.597 nm at 10 nm and −0.525 at 5. A slip length that depends on the gap is the layer's signature, and the only one a drainage curve carries. What is taught wrongly

A viscous nanometre reads as slip until the gap is ten of it

A drainage experiment turns a molecular length at a wall into a measurable force, and reports it as a slip length. A layer of liquid a nanometre thick and several times as viscous as the bulk changes the same force by the same amount, to first order. Solved with the stratified viscosity, the two pictures part by a per cent only when the gap is eleven to seventeen layers wide, and the part of the difference a measurement can see is a slip length that drifts with the gap. A layer that does not move at all is exactly a wall in a different place.

 With a wake, the bulb belongs at the bow. The Wigley hull's wave resistance with a spherical bulb, as a fraction of the bare hull's, against Froude number, with a wake fraction of 0.25: the bulb just ahead of the bow, and the same bulb just behind the stern. Without a wake the two curves are one. With it they separate: the stern's waves are made by slowed water and are weaker, so the bulb's cancelling wave has less to cancel there, and at the design speed of 0.30 the bow bulb leaves 0.443 of the bare resistance and the stern bulb 0.624. Regimes and numbers

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.

 Fly level through short waves, follow long ones. The mean drag of the two strategies against wavelength, for a wave 0.4 m high at 8 m/s: flying level at the best mean depth for that sea, and following the surface at the calm boat's best depth, with the flat-water drag as the faint line. Level flight costs about the same whatever the wavelength; following costs the square of the heave it demands and falls away as the waves lengthen. Into the waves the two cost the same at 15.6 m; running with them, where the boat meets each wave slowly, at 5.9 m. Fluids at work

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.

 Four views, four guesses at what they missed. The earlier essay's field — two puffs and an oblique streak — and its reconstructions from the same four views, each choosing the part of the field the views cannot see by a different assumption. With none it is set to zero: an error of 42.8 per cent. The smoothest field the views allow: 39.8. A non-negative field: 24.7. A sum of Gaussian puffs of one width: 37.6. The first three meet every one of the 96 rays; the dictionary's does not. What is taught wrongly

A prior the pictures can refute is the one worth having

A few views of a flow with no symmetry leave most of the field unseen, and a reconstruction has to fill that part in by assuming something. Three common assumptions were tried on the same field and the same views. Non-negativity saves three views of ten, and five on a field of puffs; smoothness saves one; a dictionary of known shapes saves none unless it is exactly right, and when it is nearly right it can be wrong by a factor of a hundred. The prior that helps most is also the one the data can catch being wrong.

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