Aerodynamics Forces

AERODYNAMICS FORCES
1.
WORKING TOGETHER
Actually Lift Force is not the only force working on the aircraft, during aircraft moving
through the air. There are several aerodynamics forces working together at the same
time. The forces are Thrust, Lift, Drag and Weight.
Figure-1 Aerodynamics Forces
1.1
No
Forces and Directions

Description
Direction
Source
1.
Thrust
Inline with
Generated by aircraft engine and aircraft direction
propeller or turbon fan or turbine to
push air moved through the aircraft
wing. As result, aircraft moved to
direction contrary to air flow direction
Engine
2.
Lift Force
Perpendicular to Air flow through
Created by air flow moving through air flow direction aircraft wing
aircraft wing which has specific airfoil.
Higher lift force created if faster air flow
or air flow moving into wider aircraft
wing.
3.
Drag / Air Resistance

Inline with air Aircraft
Created by aircraft body moved through flow direction
moved
air flow. Drag will be higher if air flow
air flow
faster or aircraft has wider or more
body parts which are not streamlines
body
through
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4.
Weight
Down
Aircraft weight or force to move aircraft
down to the earth
Aircraft+load
Weight
As all of forces working at the same time on aircraft, it will create a resultant of
the forces, and aircraft should be moved to this direction, hence the magnitude
of each forces or the balance and resultant of all forces should be taken into
calculation very carefully when controlling aircraft.
The first thing to control aircraft is ensuring the balance of the forces and the
direction of force resultant. The correct relationship is figured on the Figure 2.4
above, where the lift and weight are higher then thrust and drag. The above
relationship usually taken into aircraft design and calculated very carefully to
create a aircraft general specifications.
Figure-2 Balance of Aerodynamics Forces
1.2
Active and Created Forces

As described on the above tabel, only Thrust force which is created by the
engine. This force we called Active Force or controlled force. It means we can
control this force all the time by increasing aircraft engine or propeller rotation
to get higher thrust force.
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Other forces except weight are called created force. It means force created as
impact from other forces i.e. Thrust. As impact of Thrust i.e. movement aircraft
to forward will create Lift Force and also Drag Force. Controlling engine thrust
should make the aircraft fly or land.
AERODYNAMICS FORCES ON WING

2.1
Angle of Attack
The above phenomena is happened when aircraft wing is inline with wind
direction. What if there is an angle between aircraft wing and wind direction.
This angle is usually called angle of attack.
Figure-3 Angle of Attack
The angle of attack is the angle between an airfoil and the oncoming air. A
symmetrical airfoil will generate zero lift at zero angle of attack. But as the angle
of attack increases, the air is deflected through a larger angle and the vertical
component of the airstream velocity increases, resulting in more lift. For small
angles a symmetrical airfoil will generate a lift force roughly proportional to the
angle of attack.
Figure-4 Angle of Attack vs Lift Force

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As the angle of attack grows larger, the lift reaches a maximum at some angle;
increasing the angle of attack beyond this critical angle of attack causes the air to
become turbulent and separate from the wing; there is less deflection
downward so the airfoil generates less lift. The airfoil is said to be stalled.
Cambered airfoils will generate lift at zero angle of attack. When the chordline is
horizontal, the trailing edge has a downward direction and since the air follows
the trailing edge it is deflected downward. When a cambered airfoil is upside
down, the angle of attack can be adjusted so that the lift force is upwards. This
explains how a plane can fly upside down.
2.2
Lift & Drag Coefficient

Lift Force and Drag Force of each airfoil may be figured out as curvas. This curva
is know as Lift Coeffisient and Drag Coffensient of the airfoil for each angle of
attack.
Figure-5 Lift and Drag Coefficient
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2.3
Pressure Distribution
Figure-6 Pressure Distribution on an airfoil
From experiments conducted on wind tunnel models and on full size airplanes, it
has been determined that as air flows along the surface of a wing at different
angles of attack, there are regions along the surface where the pressure is
negative, or less than atmospheric, and regions where the pressure is positive, or
greater than atmospheric. This negative pressure on the upper surface creates a
relatively larger force on the wing than is caused by the positive pressure
resulting from the air striking the lower wing surface.
Figure above shows the pressure distribution along an airfoil at three different
angles of attack. In general, at high angles of attack the center of pressure moves
forward, while at low angles of attack the center of pressure moves aft. In the
design of wing structures, this center of pressure travel is very important, since it
affects the position of the airloads imposed on the wing structure in low angleof-attack conditions and high angle-of-attack conditions. The airplanes
aerodynamic balance and controllability are governed by changes in the center
of pressure.
2.4
Center of Gravity (CG) vs. Center or Pressure (CP)

The center of pressure is determined through calculation and wind tunnel tests
by varying the airfoils angle of attack through normal operating extremes. As
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the angle of attack is changed, so are the various pressure distribution

characteristics.
Positive (+) and negative () pressure forces are totaled for each angle of attack
and the resultant force is obtained. The total resultant pressure is represented
by the resultant force vector shown in figure 2-7.
The point of application of this force vector is termed the center of pressure
(CP). For any given angle of attack, the center of pressure is the point where the
resultant force crosses the chord line. This point is expressed as a percentage of
the chord of the airfoil.
A center of pressure at 30 percent of a 60-inch chord would be 18 inches aft of
the wings leading edge. It would appear then that if the designer would place
the wing so that its center of pressure was at the airplanes center of gravity, the
airplane would always balance. The difficulty arises, however, that the location
of the center of pressure changes with change in the airfoils angle of attack.
In the airplanes normal range of flight attitudes, if the angle of attack is
increased, the center of pressure moves forward; and if decreased, it moves
rearward. Since the center of gravity is fixed at one point, it is evident that as the
angle of attack increases, the center of lift (CL) moves ahead of the center of
gravity, creating a force which tends to raise the nose of the airplane or tends to
increase the angle of attack still more. On the other hand, if the angle of attack is
decreased, the center of lift (CL) moves aft and tends to decrease the angle a
greater amount. It is seen then, that the ordinary airfoil is inherently unstable,
and that an auxiliary device, such as the horizontal tail surface, must be added to
make the airplane balance longitudinally.
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Figure-7 CP & CG
The balance of an airplane in flight depends, therefore, on the relative position

of the center of gravity (CG) and the center of pressure (CP) of the airfoil.
Experience has shown that an airplane with the center of gravity in the vicinity of
20 percent of the wing chord can be made to balance and fly satisfactorily.
Airplane loading and weight distribution also affect center of gravity and cause
additional forces, which in turn affect airplane balance.
2.5
Aspect Ratio
Aspect ratio is the wing span divided by the mean wing chord. An aircraft with a
rectangular wing of area 12 m might have a wing span of 8 m and constant wing
chord of 1.5 m. In this case the aspect ratio is 5.33. If the span was 12 m and the
chord 1 m, then the aspect ratio would be 12. However because wings have
varied plan forms, it is usual to express aspect ratio as:
Aspect ratio = wing span / wing area
It is conventional to use the symbol 'b' to represent span, so the equation above
is written as:
A = b / S
The Jabiru's aspect ratio (span 7.9 m, area 8.0 m) = 7.9 7.9 / 8 = 7.8, whereas
an aircraft like the Thruster would have an aspect ratio around 6. Consequently
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you would expect such an aircraft to induce much more drag at high angles of
attack, and thus slow much more rapidly than the Jabiru.
And incidently, the mean chord (not the mean aerodynamic chord) of a wing is
span/aspect ratio. A high-performance sailplane wing designed for minimum
induced drag over the CL range might have a wingspan of 22 m and an aspect
ratio of 30, thus a mean chord of 0.7 m. There are a few ultralight aeroplanes,
designed to have reasonable soaring capability, that have aspect ratios around
1618, but most ultralights would have an aspect ratio between 5.5 and 8, and
averaging 6.5. General aviation aircraft have an aspect ratio between 7 and 9,
probably averaging around 7.5. Note that the higher the aspect ratio in powered
aircraft, the more likely is wingtip damage on landing.
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AERODYNAMICS FORCES

Figure-1 Aerodynamics Forces

Forces and Directions

Drag / Air Resistance

Bandung-Aeromodeling.com | Aerodynamic Forces

Figure-2 Balance of Aerodynamics Forces

Active and Created Forces

Bandung-Aeromodeling.com | Aerodynamic Forces