Fluid Mechanics: Fundamentals and Applications, 2nd Edition

Yunus A. Cengel, John M. Cimbala

McGraw-Hill, 2010
Lecture slides by Mehmet Kanoglu
Copyright © The McGraw-Hill Companies, Inc. Permission required for reproduction or display.

Chapter 11
EXTERNAL FLOW: DRAG
AND LIFT

Lecturer: Prof. Dong Jin Cha, PhD

Department of Building and Plant Engineering
Hanbat National University
The wake of a Boeing 767 disrupts the top of a cumulus cloud
and clearly shows the counter-rotating trailing vortices.
2
 Objectives
• Have an intuitive understanding of the various
physical phenomena associated with external
flow such as drag, friction and pressure drag,
drag reduction, and lift
• Calculate the drag force associated with flow
over common geometries
• Understand the effects of flow regime on the drag
coefficients associated with flow over cylinders
and spheres
• Understand the fundamentals of flow over airfoils,
and calculate the drag and lift forces acting on
airfoils
3
11–1 INTRODUCTION
Fluid flow over solid bodies frequently occurs in practice, and it
is responsible for numerous physical phenomena such as
• the drag force acting on automobiles, power lines, trees, and
underwater pipelines;
• the lift developed by airplane wings;
• upward draft of rain, snow, hail, and dust particles in high winds;
• the transportation of red blood cells by blood flow;
• the entrainment and disbursement of liquid droplets by sprays;
• the vibration and noise generated by bodies moving in a fluid; and
• the power generated by wind turbines.

A fluid moving over a stationary body (such as the wind blowing over a
building), and a body moving through a quiescent fluid (such as a car
moving through air) are referred to as flow over bodies or external flow.

4
Flow over bodies is commonly encountered in practice.

5
6
The flow fields and geometries for most external flow problems are too complicated
and we have to rely on correlations based on experimental data.
Free-stream velocity: The velocity of the fluid approaching a body (V or u¥ or U¥)
Two-dimensional flow: When the body is very long and of constant cross section
and the flow is normal to the body.
Axisymmetric flow: When the body possesses rotational symmetry about an axis
in the flow direction. The flow in this case is also two-dimensional.
Three-dimensional flow: Flow over a body that cannot be modeled as two-
dimensional or axisymmetric such as flow over a car.
Incompressible flows: (e.g., flows over automobiles, submarines, and buildings)
Compressible flows: (e.g., flows over high-speed aircraft, rockets, and missiles).
Compressibility effects are negligible at low velocities (flows with Ma < 0.3).
Streamlined body: If a conscious effort is made to align its shape with the
anticipated streamlines in the flow.
Streamlined bodies such as race cars and airplanes appear to be contoured and
sleek.
Bluff or blunt body: If a body (such as a building) tends to block the flow.
Usually it is much easier to force a streamlined body through a fluid.
7
Two-dimensional,
axisymmetric, and three-
dimensional flows.

8
It is much easier to
force a streamlined
body than a blunt
body through a fluid. 9
11–2 DRAG AND LIFT
• A body meets some resistance when it is
forced to move through a fluid, especially
a liquid.
• A fluid may exert forces and moments on
a body in and about various directions.
• Drag: The force a flowing fluid exerts on a
body in the flow direction.
• The drag force can be measured directly
by simply attaching the body subjected to
fluid flow to a calibrated spring and
measuring the displacement in the flow
direction. High winds knock down trees,
• Drag is usually an undesirable effect, like power lines, and even people as
friction, and we do our best to minimize it. a result of the drag force.
• But in some cases drag produces a very
beneficial effect and we try to maximize it
(e.g., automobile brakes).

10
Lift: The components of the pressure and wall shear
forces in the direction normal to the flow tend to
move the body in that direction, and their sum is
called lift.
The fluid forces may generate moments and cause
the body to rotate.
Rolling moment: The moment about the flow
direction.
Yawing moment: The moment about the lift direction.
Pitching moment: The moment about the side force
direction.

The pressure and

viscous forces acting
on a two-dimensional
body and the
resultant lift and drag
forces.
11
 Airplane wings are shaped and
positioned to generate sufficient
lift during flight while keeping
drag at a minimum. Pressures
above and below atmospheric
pressure are indicated by plus
and minus signs, respectively.

(a) Drag force acting on a flat plate parallel to the flow depends on
wall shear only.
(b) Drag force acting on a flat plate normal to the flow depends on
the pressure only and is independent of the wall shear, which acts
normal to the free-stream flow. 12
The drag and lift forces depend on the density of the fluid, the upstream velocity,
and the size, shape, and orientation of the body.
It is more convenient to work with appropriate dimensionless numbers that
represent the drag and lift characteristics of the body.
These numbers are the drag coefficient CD, and the lift coefficient CL.

A frontal
area

dynamic
pressure

In lift and drag calculations of some During a free fall, a

thin bodies, such as airfoils, A is body reaches its
taken to be the planform area, terminal velocity
which is the area seen by a person when the drag force
looking at the body from above in a equals the weight
direction normal to the body. of the body minus
13
the buoyant force.
14
11–3 FRICTION AND PRESSURE DRAG
• The drag force is the net force exerted by a fluid on a body in the direction
of flow due to the combined effects of wall shear and pressure forces.
• The part of drag that is due directly to wall shear stress is called the skin
friction drag (or just friction drag) since it is caused by frictional effects,
and the part that is due directly to pressure is called the pressure drag
(also called the form drag because of its strong dependence on the form
or shape of the body).

• The friction drag is the component of the wall shear force in the
direction of flow, and thus it depends on the orientation of the
body as well as the magnitude of the wall shear stress.
• For parallel flow over a flat surface, the drag coefficient is equal
to the friction drag coefficient.
• Friction drag is a strong function of viscosity, and increases with
increasing viscosity. 15
Drag is due entirely to friction drag for
a flat plate parallel to the flow; it is
due entirely to pressure drag for a flat
plate normal to the flow; and it is due
to both (but mostly pressure drag) for
a cylinder normal to the flow. The total
drag coefficient CD is lowest for a
parallel flat plate, highest for a vertical
flat plate, and in between (but close to
that of a vertical flat plate) for a
cylinder.
16
Reducing Drag by Streamlining
Streamlining decreases pressure drag by delaying boundary layer separation
and thus reducing the pressure difference between the front and back of the
body but increases the friction drag by increasing the surface area. The end
result depends on which effect dominates.

The variation of friction,

pressure, and total drag
coefficients of a
streamlined strut with
thickness-to-chord length
ratio for Re = 4×104.
Note that CD for airfoils
and other thin bodies is
based on planform area
rather than frontal area.
17
 The drag coefficient decreases
drastically as the ellipse
becomes slimmer.
The reduction in the drag
coefficient at high aspect ratios
is primarily due to the boundary
layer staying attached to the
surface longer and the resulting
pressure recovery.
Streamlining has the added
benefit of reducing vibration and
noise.
Streamlining should be
considered only for blunt bodies
that are subjected to high-
The variation of the drag coefficient of a long velocity fluid flow (and thus high
elliptical cylinder with aspect ratio. Here CD Reynolds numbers) for which
is based on the frontal area bD where b is flow separation is a real
the width of the body. possibility.
Streamlining is not necessary for
bodies that typically involve low
Reynolds number flows. 18
Flow Separation
Flow separation: At sufficiently high velocities, the fluid stream detaches itself
from the surface of the body.
The location of the separation point depends on several factors such as the
Reynolds number, the surface roughness, and the level of fluctuations in the free
stream, and it is usually difficult to predict exactly where separation will occur.

Flow separation over a backward-

facing step along a wall.

Flow separation in a waterfall.

19
• Separated region: When a fluid separates from a body, it forms a
separated region between the body and the fluid stream.
• This is a low-pressure region behind the body where recirculating and
backflows occur.
• The larger the separated region, the larger the pressure drag.
• The effects of flow separation are felt far downstream in the form of
reduced velocity (relative to the upstream velocity).
• Wake: The region of flow trailing the body where the effects of the
body on velocity are felt.
• Viscous and rotational effects are the most significant in the boundary
layer, the separated region, and the wake.

Flow separation and

the wake region during
flow over a tennis ball. 20
At large angles of attack (usually larger than
15°), flow may separate completely from the
top surface of an airfoil, reducing lift drastically
and causing the airfoil to stall.

An important consequence of flow separation is

the formation and shedding of circulating fluid
structures, called vortices, in the wake region.
The periodic generation of these vortices
downstream is referred to as vortex shedding.
The vibrations generated by vortices near the
body may cause the body to resonate to
dangerous levels. 21
11–4 DRAG COEFFICIENTS OF COMMON GEOMETRIES
The drag behavior of various natural and human-made bodies is characterized by
their drag coefficients measured under typical operating conditions.
Usually the total (friction+pressure) drag coefficient is reported.

The drag coefficient exhibits different

behavior in the low (creeping), moderate
(laminar), and high (turbulent) regions of
the Reynolds number.
The inertia effects are negligible in low
Reynolds number flows (Re < 1), called
creeping flows, and the fluid wraps around
the body smoothly.
Creeping flow,
sphere

The drag coefficient for many (but Stokes law

not all) geometries remains Stokes law is often applicable to dust particles in
essentially constant at Reynolds the air and suspended solid particles in water.
22
numbers above about 104.
23
24
25
26
27
Observations from the drag
coefficient tables

The orientation of the body relative to

the direction of flow has a major
influence on the drag coefficient.
For blunt bodies with sharp corners,
such as flow over a rectangular block
or a flat plate normal to flow, separation
occurs at the edges of the front and
back surfaces, with no significant
change in the character of flow.
The drag coefficient of a body
Therefore, the drag coefficient of such may change drastically by
bodies is nearly independent of the changing the body’s orientation
Reynolds number. (and thus shape) relative to the
The drag coefficient of a long direction of flow.
rectangular rod can be reduced almost
by half from 2.2 to 1.2 by rounding the
corners. 28
Biological Systems and Drag
The concept of drag also has important consequences for biological systems.
The bodies of fish, especially the ones that swim fast for long distances (such
as dolphins), are highly streamlined to minimize drag (the drag coefficient of
dolphins based on the wetted skin area is about 0.0035, comparable to the
value for a flat plate in turbulent flow).
Airplanes, which look somewhat like big birds, retract their wheels after
takeoff in order to reduce drag and thus fuel consumption.
The flexible structure of plants
enables them to reduce drag at high
winds by changing their shapes.
Large flat leaves, for example, curl
into a low-drag conical shape at high
wind speeds, while tree branches
cluster to reduce drag.
Flexible trunks bend under the Birds teach us a lesson on drag
influence of the wind to reduce drag, reduction by extending their beak
and the bending moment is lowered forward and folding their feet backward
by reducing frontal area. during flight.
Horse and bicycle riders lean forward
29
as much as they can to reduce drag.
Drag Coefficients of Vehicles
The drag coefficients of vehicles range from about 1.0 for large semitrailers to
0.4 for minivans, 0.3 for passenger cars, and 0.2 for race cars. The theoretical
lower limit is about 0.1.
In general, the more blunt the vehicle, the higher the drag coefficient.
Installing a fairing reduces the drag coefficient of tractor-trailer rigs by about 20
percent by making the frontal surface more streamlined.
As a rule of thumb, the percentage of fuel savings due to reduced drag is about
half the percentage of drag reduction at highway speeds.

Streamlines around an aerodynamically

designed modern car closely resemble the
streamlines around the car in the ideal
This sleek-looking Toyota Prius
potential flow (assumes negligible friction),
has a drag coefficient of 0.26—one
except near the rear end, resulting in a low
of the lowest for a passenger car. 30
drag coefficient.
The aerodynamic drag is negligible at low
speeds, but becomes significant at speeds Superposition
above about 50 km/h. The shapes of many bodies
At highway speeds, a driver can often save encountered in practice are not
fuel in hot weather by running the air simple.
conditioner instead of driving with the windows But such bodies can be treated
rolled down. conveniently in drag force
The turbulence and additional drag generated calculations by considering
by open windows consume more fuel than them to be composed of two or
does the air conditioner. more simple bodies.
A satellite dish mounted on a
roof with a cylindrical bar, for
example, can be considered to
be a combination of a
hemispherical body and a
cylinder.
The drag coefficients of bodies following Then the drag coefficient of the
other moving bodies closely can be body can be determined
reduced considerably due to drafting approximately by using
(i.e., falling into the low pressure region superposition.
created by the body in front).
31
32
33
34
11–5 PARALLEL FLOW OVER FLAT PLATES
Velocity boundary layer: The region of the flow above the plate bounded by
d in which the effects of the viscous shearing forces caused by fluid viscosity
are felt.
The boundary layer thickness d is typically defined as the distance y from the
surface at which u = 0.99V.
The hypothetical curve of u = 0.99V divides the flow into two regions:
Boundary layer region: The viscous effects and the velocity changes are
significant.
Irotational flow region: The frictional effects are negligible and the velocity
remains essentially constant.

The development of the boundary layer for flow over a

35
flat plate, and the different flow regimes. Not to scale.
The turbulent boundary layer can Friction coefficient on a flat plate
be considered to consist of
four regions, characterized by
the distance from the wall:
• viscous sublayer Friction force on a flat plate
• buffer layer
• overlap layer
• turbulent layer

For parallel flow over a flat plate,

the pressure drag is zero, and thus
The development of a boundary the drag coefficient is equal to the
layer on a surface is due to the no- friction coefficient and the drag
slip condition and friction. force is equal to the friction force. 36
The transition from laminar to turbulent flow depends on the surface
geometry, surface roughness, upstream velocity, surface temperature, and
the type of fluid, among other things, and is best characterized by the
Reynolds number.
The Reynolds number at a distance x from the leading edge of a flat plate is
expressed as
V upstream velocity
x characteristic length of the geometry
(for a flat plate, it is the length of the
plate in the flow direction)
For flow over a smooth flat plate, transition from laminar to turbulent begins
at about Re » 1´105, but does not become fully turbulent before the Reynolds
number reaches much higher values, typically around 3´106.
In engineering analysis, a generally accepted value for the critical Reynolds
number is

The actual value of the engineering critical Reynolds number for a flat plate may
vary somewhat from about 105 to 3´106 depending on the surface roughness,
the turbulence level, and the variation of pressure along the surface. 37
Friction Coefficient
• The friction coefficient for laminar
flow over a flat plate can be
determined theoretically by solving
the conservation of mass and
momentum equations numerically.
• For turbulent flow, it must be
determined experimentally and
expressed by empirical correlations.

The variation of the local friction coefficient for flow

over a flat plate. Note that the vertical scale of the
boundary layer is greatly exaggerated in this sketch.

38
Average friction coefficient over the entire plate

When the laminar flow region is not disregarded

The average friction coefficient over a

surface is determined by integrating the
local friction coefficient over the entire
surface. The values shown here are for a
laminar flat plate boundary layer. 39
For laminar flow, the friction coefficient depends only on the Reynolds number,
and the surface roughness has no effect.
For turbulent flow, surface roughness causes the friction coefficient to increase
severalfold, to the point that in the fully rough turbulent regime the friction
coefficient is a function of surface roughness alone and is independent of the
Reynolds number.

e the surface roughness

L the length of the plate in
the flow direction.
This relation can be used
for turbulent flow on rough
surfaces for Re > 106,
especially when e/L > 104.

For turbulent flow, surface

roughness may cause the
friction coefficient to
increase severalfold. 40
 Cf increases
severalfold with
roughness in turbulent
flow.
Cf is independent of
the Reynolds number
in the fully rough
region.
This chart is the flat-
plate analog of the
Moody chart for pipe
flows.

Friction coefficient for

parallel flow over smooth
and rough flat plates for
both laminar and
turbulent flows. 41
42
43
11–6 FLOW OVER CYLINDERS AND SPHERES
Flow over cylinders and spheres is frequently encountered in practice.
The tubes in a shell-and-tube heat exchanger involve both internal flow through
the tubes and external flow over the tubes.
Many sports such as soccer, tennis, and golf involve flow over spherical balls.

At very low velocities, the fluid

completely wraps around the
cylinder. Flow in the wake region is
characterized by periodic vortex
formation and low pressures.

Laminar boundary
layer separation with
a turbulent wake;
flow over a circular
44
cylinder at Re=2000.
For flow over cylinder or sphere, both the friction drag and the pressure drag can
be significant.
The high pressure in the vicinity of the stagnation point and the low pressure on
the opposite side in the wake produce a net force on the body in the direction of
flow.
The drag force is primarily due to friction drag at low Reynolds numbers (Re<10)
and to pressure drag at high Reynolds numbers (Re>5000).
Both effects are significant at intermediate Reynolds numbers.

Average drag
coefficient for
cross-flow
over a smooth
circular cylinder
and a smooth
sphere. 45
 Observations from CD curves
• For Re<1, we have creeping flow, and the drag coefficient decreases with
increasing Reynolds number. For a sphere, it is CD=24/Re. There is no flow
separation in this regime.
• At about Re=10, separation starts occurring on the rear of the body with vortex
shedding starting at about Re=90. The region of separation increases with
increasing Reynolds number up to about Re=103. At this point, the drag is
mostly (about 95 percent) due to pressure drag. The drag coefficient continues
to decrease with increasing Reynolds number in this range of 10<Re<103.
• In the moderate range of 103<Re<105, the drag coefficient remains relatively
constant. This behavior is characteristic of bluff bodies. The flow in the
boundary layer is laminar in this range, but the flow in the separated region
past the cylinder or sphere is highly turbulent with a wide turbulent wake.
• There is a sudden drop in the drag coefficient somewhere in the range of
105<Re<106 (usually, at about 2´105). This large reduction in CD is due to the
flow in the boundary layer becoming turbulent, which moves the separation
point further on the rear of the body, reducing the size of the wake and thus the
magnitude of the pressure drag. This is in contrast to streamlined bodies,
which experience an increase in the drag coefficient (mostly due to friction drag)
when the boundary layer becomes turbulent.
• There is a “transitional” regime for 2´105<Re<2´106, in which CD dips to a
minimum value and then slowly rises to its final turbulent value. 46
 Flow separation occurs at about q =
80° (measured from the front
stagnation point of a cylinder) when
the boundary layer is laminar and at
about q = 140° when it is turbulent.
The delay of separation in turbulent
flow is caused by the rapid
fluctuations of the fluid in the
transverse direction, which enables
the turbulent boundary layer to
travel farther along the surface
before separation occurs, resulting
in a narrower wake and a smaller
pressure drag.

Flow visualization of flow over (a) a

smooth sphere at Re = 15,000, and
(b) a sphere at Re = 30,000 with a
trip wire. The delay of boundary layer
separation is clearly seen by
comparing the two photographs. 47
Effect of Surface Roughness
Surface roughness, in general, increases the drag coefficient in turbulent flow.
This is especially the case for streamlined bodies.
For blunt bodies such as a circular cylinder or sphere, however, an increase in
the surface roughness may increase or decrease the drag coefficient depending
on Reynolds number.

The effect
of surface
roughness
on the drag
coefficient
of a sphere.

48
 Surface roughness
Drag force
may increase or
relation
decrease the drag
coefficient of a
spherical object,
depending on the
value of the Frontal area for
Reynolds number. a cylinder and
sphere
Roughening the surface can be used to great advantage in
reducing drag.
Golf balls are intentionally roughened to induce turbulence at a
lower Reynolds number to take advantage of the sharp drop in
the drag coefficient at the onset of turbulence in the boundary
layer (the typical velocity range of golf balls is 15 to 150 m/s,
and the Reynolds number is less than 4´105). The occurrence
of turbulent flow at this Reynolds number reduces the drag
coefficient of a golf ball by about half. For a given hit, this
means a longer distance for the ball.
For a table tennis ball, however, the speeds are slower and the
ball is smaller—it never reaches speeds in the turbulent range.
Therefore, the surfaces of table tennis balls are made smooth. 49
50
51
11–7 LIFT
Lift: The component of the net force (due to viscous and pressure forces) that
is perpendicular to the flow direction.
A planform area: the area that would be
Lift
seen by a person looking at the body from
coefficient
above in a direction normal to the body

For an aircraft, the wingspan is

the total distance between the
tips of the two wings, which
includes the width of the
fuselage between the wings.
The average lift per unit
planform area FL/A is called the
wing loading, which is simply
the ratio of the weight of the
aircraft to the planform area of
the wings (since lift equals the
weight during flying at constant
Definition of various terms associated with altitude).
an airfoil. 52
Airfoils are designed to generate lift while keeping the drag at a minimum.
Some devices such as the spoilers and inverted airfoils on racing cars are
designed for avoiding lift or generating negative lift to improve traction and control.
Lift in practice can be taken to be due entirely to the pressure distribution on the
surfaces of the body, and thus the shape of the body has the primary influence on
lift.
Then the primary consideration in the design of airfoils is minimizing the average
pressure at the upper surface while maximizing it at the lower surface.
Pressure is low at locations where the flow velocity is high, and pressure is high at
locations where the flow velocity is low.
Lift at moderate angles of attack is practically independent of the surface
roughness since roughness affects the wall shear, not the pressure.

For airfoils, the contribution of

viscous effects to lift is usually
negligible since wall shear is
parallel to the surfaces and thus
53
nearly normal to the direction of lift.
 Shortly after a sudden increase in
angle of attack, a counterclockwise
starting vortex is shed from the airfoil,
while clockwise circulation appears
around the airfoil, causing lift to be
generated.

Irrotational and actual

flow past symmetrical and
nonsymmetrical two-
54
dimensional airfoils.
 It is desirable for airfoils to generate the
most lift while producing the least drag.
Therefore, a measure of performance for
airfoils is the lift-to-drag ratio, which is
equivalent to the ratio of the lift-to-drag
coefficients CL/CD.

The CL/CD ratio increases with

the angle of attack until the
airfoil stalls, and the value of
the lift-to-drag ratio can be of
the order of 100 for a two-
dimensional airfoil.

The variation of the lift-

to-drag ratio with angle
of attack for a two-
55
dimensional airfoil.
One way to change the lift and drag characteristics of an airfoil is to change the
angle of attack.
On an airplane, the entire plane is pitched up to increase lift, since the wings are
fixed relative to the fuselage.
Another approach is to change the shape of the airfoil by the use of movable
leading edge and trailing edge flaps.
The flaps are used to alter the shape of the wings during takeoff and landing to
maximize lift at low speeds.
Once at cruising altitude, the flaps are retracted, and the wing is returned to its
“normal” shape with minimal drag coefficient and adequate lift coefficient to
minimize fuel consumption while cruising at a constant altitude.
Note that even a small lift coefficient can generate a large lift force during normal
operation because of the large cruising velocities of aircraft and the
proportionality of lift to the square of flow velocity.
The lift and drag
characteristics of an
airfoil during takeoff
and landing can be
changed by changing
the shape of the airfoil
by the use of movable
56
flaps.
Effect of flaps on the lift and drag coefficients of an airfoil.

The maximum lift coefficient increases from about 1.5 for the airfoil with no
flaps to 3.5 for the double-slotted flap case.
The maximum drag coefficient increases from about 0.06 for the airfoil with no
flaps to about 0.3 for the double-slotted flap case.
The angle of attack of the flaps can be increased to maximize the lift coefficient.
57
The minimum flight velocity can be determined from the requirement that
the total weight W of the aircraft be equal to lift and CL = CL, max:

For a given weight, the landing or takeoff speed can be minimized by maximizing
the product of the lift coefficient and the wing area, CL, maxA.
One way of doing that is to use flaps. Another way is to control the boundary
layer, which can be accomplished simply by leaving flow sections (slots) between
the flaps.
Slots are used to prevent the separation of the boundary layer from the upper
surface of the wings and the flaps.
This is done by allowing air to move
from the high-pressure region under
the wing into the low-pressure
region at the top surface.

A flapped airfoil with a slot to prevent

the separation of the boundary layer
from the upper surface and to
increase the lift coefficient. 58
 CL increases almost linearly with
the angle of attack a, reaches a
maximum at about a=16°, and then
starts to decrease sharply. This
decrease of lift with further increase
in the angle of attack is called stall,
and it is caused by flow separation
and the formation of a wide wake
region over the top surface of the
airfoil. Stall is highly undesirable
since it also increases drag.
At zero angle of attack (a = 0°), the
lift coefficient is zero for
symmetrical airfoils but nonzero for
nonsymmetrical ones with greater
curvature at the top surface.
Therefore, planes with symmetrical
The variation of the lift coefficient with the wing sections must fly with their
angle of attack for a symmetrical and a wings at higher angles of attack in
nonsymmetrical airfoil. order to produce the same lift.
The lift coefficient can be increased severalfold by adjusting the angle of
attack (from 0.25 at a =0° for the nonsymmetrical airfoil to 1.25 at a =10°). 59
The drag
coefficient
increases with the
angle of attack,
often exponentially.
Therefore, large
angles of attack
should be used
sparingly for short
periods of time for
fuel efficiency.

The variation of the drag coefficient of an

airfoil with the angle of attack.

60
Finite-Span Wings and Induced Drag

For airplane wings and other airfoils of finite span, the end effects at
the tips become important because of the fluid leakage between the
lower and upper surfaces.
The pressure difference between the lower surface (highpressure
region) and the upper surface (low-pressure region) drives the fluid at
the tips upward while the fluid is swept toward the back because of the
relative motion between the fluid and the wing.
This results in a swirling motion that spirals along the flow, called the
tip vortex, at the tips of both wings.
Vortices are also formed along the airfoil between the tips of the wings.
These distributed vortices collect toward the edges after being shed
from the trailing edges of the wings and combine with the tip vortices to
form two streaks of powerful trailing vortices along the tips of the
wings

61
Trailing vortices visualized in various ways: (a)
Smoke streaklines in a wind tunnel show vortex
cores leaving the trailing edge of a rectangular
wing; (b) Four contrails initially formed by
condensation of water vapor in the low
pressure region behind the jet engines
eventually merge into the two counter-rotating
trailing vortices that persist very far downstream;
(c) A crop duster flies through smoky air which
swirls around in one of the tip vortices from the
aircraft's wing.
62
 It has been determined that the birds
in a typical flock can fly to their
destination in V-formation with one-
third less energy (by utilizing the
updraft generated by the bird in front).
Military jets also occasionally fly in V-
formation for the same reason

(a) Geese flying in their

characteristic V-formation to save
energy.
(b) Military jets imitating nature.

Tip vortices that interact with the free stream impose forces on
the wing tips in all directions, including the flow direction.
The component of the force in the flow direction adds to drag
and is called induced drag.
The total drag of a wing is then the sum of the induced drag
63
(3-D effects) and the drag of the airfoil section (2-D effects).
Aspect ratio: The ratio of the square of the average
span of an airfoil to the planform area. For an airfoil with
a rectangular planform of chord c and span b,
The aspect ratio is a measure of how narrow an airfoil is in the flow direction.
The lift coefficient of wings, in general, increases while the drag coefficient
decreases with increasing aspect ratio.
Bodies with large aspect ratios fly more efficiently, but they are less
maneuverable because of their larger moment of inertia (owing to the greater
distance from the center).

Induced drag is reduced by (a) wing tip feathers on bird wings

and (b) endplates or other disruptions on airplane wings. 64
Lift Generated by Spinning
Magnus effect: The phenomenon of producing lift by the rotation of a solid body.
When the ball is not spinning, the lift is zero because of top–bottom symmetry.
But when the cylinder is rotated about its axis, the cylinder drags some fluid
around because of the no-slip condition and the flow field reflects the
superposition of the spinning and nonspinning flows.

Generation of lift on a rotating circular cylinder for the case of

“idealized” potential flow (the actual flow involves flow separation
in the wake region). 65
Note that the lift coefficient strongly
depends on the rate of rotation,
especially at low angular velocities.
The effect of the rate of rotation on the
drag coefficient is small. Roughness also
affects the drag and lift coefficients.
In a certain range of Reynolds number,
roughness produces the desirable effect
of increasing the lift coefficient while
decreasing the drag coefficient.
Therefore, golf balls with the right
amount of roughness travel higher and
farther than smooth balls for the same hit.

66
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69
70
71
The Wright Brothers are truly the most impressive engineering team of all
time.
Self-taught, they were well informed of the contemporary theory and practice
in aeronautics.
They both corresponded with other leaders in the field and published in
technical journals.

While they cannot be credited

with developing the concepts
of lift and drag, they used
them to achieve the first
powered, manned, heavier-
than-air, controlled flight.
They succeeded, while so
many before them failed,
because they evaluated and
designed parts separately.
Before the Wrights,
experimenters were building
and testing whole airplanes.

The Wright Brothers take flight at Kitty Hawk.

72
 Summary
• Introduction
• Drag and Lift
• Friction and Pressure Drag
ü Reducing Drag by Streamlining
ü Flow Separation
• Drag Coefficients of Common Geometries
ü Biological Systems and Drag
ü Drag Coefficients of Vehicles
ü Superposition
• Parallel Flow Over Flat Plates
ü Friction Coefficient
• Flow Over Cylinders and Spheres
ü Effect of Surface Roughness
• Lift
ü Finite-Span Wings and Induced Drag
ü Lift Generated by Spinning 73