Fluid Flow & Aerodynamics
why things fly, and why the usual explanation is wrong
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The thread: The exact theory is wrong — page 28

Page 28 of 31, continuing through the 276 essays this motif runs through.

276 essays carry this thread — page 28 of 31.

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 cloud's shape falls as it grows into calmer eddies. The kurtosis of a cloud of pairs released at a ten-thousandth of the integral scale, against its rms size, when the velocity's flatness follows the 1962 law, and for clouds whose velocity has one flatness, 3, 4 or 5, at every separation. The fixed-flatness clouds settle at a shape and keep it. The growing cloud rises to a kurtosis of 6.85 at 0.0022 L and then falls without settling, to 2.9 by 0.57 L, crossing all three. Transition and turbulence

A cloud grows out of its bursts and keeps their shape

Measured velocity differences are burstiest across the smallest separations and nearly Gaussian across the largest, so a cloud of particle pairs released close together starts in the fiercest intermittency and grows out of it. Its shape follows, but late: the kurtosis falls steadily as the cloud grows, always above what its present statistics would give, and the cube law's constant falls with it, so the growth exponent climbs towards three and never arrives.

 Smooth below one Mach number, a jump and a tail above it. The velocity change through steady shocks in carbon dioxide, as a fraction of the whole change, against distance in relaxation lengths — the equilibrium sound speed times the relaxation time, 0.737 mm at one atmosphere. Shocks slower than the frozen sound speed, M below 1.041 referred to the equilibrium speed, are smooth throughout: the whole rise is the vibration catching up. Faster ones jump first, at the frozen speed's own shock, and relax afterwards: at M = 1.3 the jump takes 83.9 per cent of the change at once. Viscosity

A bulk viscosity holds a shock together until it splits

Carbon dioxide's bulk viscosity, fifteen hundred times its shear viscosity, is a vibrational relaxation seen from below its frequency, and a shock is where that description is tested hardest. Carried through a steady shock, the relaxation reproduces the coefficient exactly for the weakest shocks. At a pressure rise of nine and a half per cent the shock outruns the frozen sound speed and splits into a jump and a tail, and the coefficient then draws a shock that does not exist.

 Under drag, every released pair comes round and meets. One cylinder's centre relative to the other's, the stream from left to right and folded into one quadrant, for pairs released from rest six radii apart under a drag coefficient of one. Released at 10° and 20° from tandem they first drift apart, as the ideal pair would, but the drag takes their speed; the torque keeps turning them, and once past 45° they close. The farthest any gets is 9.55 radii. The two faint paths are ideal pairs released at 10° and 35°, which part for good. Ideal flow

Drag makes every free pair meet

Two cylinders set free in an ideal stream swing towards side by side like a pendulum, and whether they collide or part is fixed, far apart, by forty-five degrees. Give each a drag on its motion relative to the stream and the pendulum stops swinging — but it does not stop the pair. A drag coefficient of order one turns the swing into a creep, lets no pair get far from where it started, and brings every one of them round to meet near side by side.

 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.

 The band of protections that cycle narrows and closes. The derating strengths for which the bearing cycles, against the bush's share of the housing excess. With fixed walls the band runs from 0.162 to 0.3; at β = 0.2 from 0.182 to 0.279; at 0.3 from 0.205 to 0.254. A little past that it closes: no derating of any strength makes the bearing cycle, because the warm wall has stiffened the drive past its cusp and there is no S left to cycle round. Viscosity

A warm bush stops the bearing hunting

A bearing whose motor is derated on its housing's temperature can hunt, jumping between a cool film and a hot one on the housing's clock. Let the bush warm with the housing, and a second feedback joins the first, of the kind that usually makes things run away. It does the opposite: a warm wall is a stiffer drive, the stiffening closes the S the cycle runs round, and past a bush coupling of about a third the bearing settles, warm and derated, however the protection is set.

 The free waist is flat-bottomed, and follows the sweep aft. The cross-section each waist removes along the body, as a fraction of the fuselage's greatest, for the root strip unswept, at 30° and at 45°. The linear programme's waists have flat bottoms and steep sides: depth is spent only where the strip needs it. With sweep they lengthen aft rather than deepen — 24.8, 24.3 and 26.9 per cent. The best single dents, dashed, must widen and deepen instead: 39.8, 45.7 and 52.6 per cent. Ideal flow

A free waist needs half the depth, and the sweep costs it nothing

A cosine-squared dent in a fuselage cancels its overspeed at an unswept wing's root for about a third of the fuselage's cross-section, and nothing can remove the overspeed, only move it. Let a linear programme choose the waist's shape instead, and half of that third turns out to have been the dent's fault. The free waist is flat-bottomed and steep-sided, and for a swept root it simply runs aft with the chord, where a single dent has to widen and deepen.

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