3241 Lecture 8

MAE 3241: AERODYNAMICS AND FLIGHT MECHANICS
REVIEW OF INCOMPRESSIBLE FLOW

OVER AIRFOILS AND WINGS

Mechanical and Aerospace Engineering Department
Florida Institute of Technology

D. R. Kirk
HOW DOES AN AIRFOIL GENERATE LIFT?
Lift due to imbalance of pressure distribution over top and bottom surfaces of
airfoil (or wing)
If pressure on top is lower than pressure on bottom surface, lift is generated
Why is pressure lower on top surface?

We can understand answer from basic physics:
Continuity (Mass Conservation)
Newtons 2
nd
law (Euler or Bernoulli Equation)
Lift = PA
1. Flow velocity over top of airfoil is faster than over bottom surface
Streamtube A senses upper portion of airfoil as an obstruction
Streamtube A is squashed to smaller cross-sectional area
Mass continuity rAV=constant: IF A THEN V
Streamtube A is squashed
most in nose region
(ahead of maximum thickness)
A
B
2. As V p
Incompressible: Bernoullis Equation
Compressible: Eulers Equation
Called Bernoulli Effect
3. With lower pressure over upper surface and higher pressure over bottom surface,
airfoil feels a net force in upward direction Lift
VdV dp
V p
r
r

constant
2
1
2
Most of lift is produced
in first 20-30% of wing
(just downstream of leading edge)
AIRFOILS VERSUS WINGS
Why do airfoils have such a shape?

How are lift and drag produced?

NACA airfoil performance data

How do we design?
What is limit of behavior?
FINAL EXAM SAMPLE QUESTIONS
Tell me everything can you about the design of these wings
d
dihedral
AIRFOIL NOMENCLATURE
Mean Chamber Line: Set of points halfway between upper and lower surfaces
Measured perpendicular to mean chamber line itself
Leading Edge: Most forward point of mean chamber line
Trailing Edge: Most reward point of mean chamber line
Chord Line: Straight line connecting the leading and trailing edges
Chord, c: Distance along the chord line from leading to trailing edge
Chamber: Maximum distance between mean chamber line and chord line
Measured perpendicular to chord line
NACA AIRFOIL NAMING CONVENTION
NACA (National Advisory Committee for Aeronautics) precursor to NASA
Excellent historical discussion in Section 2.8
Early NACA series, 4-, 5-, modified 4-/5-digit generated with analytical equations
Later families, including 6-Series, are more complicated shapes derived using
theoretical rather than geometrical methods
Before NACA series, airfoil design was rather arbitrary with nothing to guide
designers except experience with known shapes and experimentation with
modified shapes
EXAMPLE: NACA FOUR-DIGIT SERIES
First digit specifies maximum camber in percentage of chord
Second digit indicates position of maximum camber in tenths of chord
Last two digits provide maximum thickness of airfoil in percentage of chord

Example: NACA 2415
Airfoil has maximum thickness of 15%
of chord (0.15c)
Camber of 2% (0.02c) located 40%
back from airfoil leading edge (0.4c)
NACA 2415
WHAT CREATES AERODYNAMIC FORCES? (2.2)
Aerodynamic forces exerted by airflow comes from only 2 sources
1. Pressure, p, distribution on surface
Acts normal to surface

2. Shear stress, t
w
, (friction) on surface
Acts tangentially to surface

Pressure and shear are in units of force per unit area (N/m
2
)
Net unbalance creates an aerodynamic force

No matter how complex the flow field, and no matter how complex the shape of
the body, the only way nature has of communicating an aerodynamic force to a
solid object or surface is through the pressure and shear stress distributions that
exist on the surface.

The pressure and shear stress distributions are the two hands of nature that
reach out and grab the body, exerting a force on the body the aerodynamic
force
RESOLVING THE AERODYNAMIC FORCE: WING
Relative Wind: Direction of V

We used subscript to indicate far upstream conditions
Angle of Attack, a: Angle between relative wind (V
) and chord line

Total aerodynamic force, R, can be resolved into two force components
Lift, L: Component of aerodynamic force perpendicular to relative wind
Drag, D: Component of aerodynamic force parallel to relative wind
RESOLVING THE AERODYNAMIC FORCE: ROCKET
Aerodynamic force, R, may also be resolved into components perpendicular and
parallel to chord line
Normal Force, N: Perpendicular to chord line
Axial Force, A: Parallel to chord line
L and D are easily related to N and A

For airfoils and wings, L and D most common
For rockets, missiles, bullets, etc. N and A more useful
a a
a a
cos sin
sin cos
A N D
A N L

MORE DEFINITIONS
Total aerodynamic force on airfoil is summation of F
1
and F
2
Lift is obtained when F
2
> F
1
Misalignment of F
1
and F
2
creates Moments, M, which tend to rotate airfoil/wing
A moment (torque) is a force times a distance
Value of induced moment depends on point about which moments are taken
Moments about leading edge, M
LE
, or quarter-chord point, c/4, M
c/4
In general M
LE
M
c/4

VARIATION OF L, D, AND M WITH a
Lift, Drag and M on a airfoil or wing will change as a changes

Variations of these quantities are some of most important information that an
airplane designer needs to know

Aerodynamic Center
Point about which moments essentially do not vary with a
M
ac
=constant (independent of a)
For low speed airfoils aerodynamic center is near quarter-chord point

SAMPLE DATA: SYMMETRIC AIRFOIL
L
i
f
t

C
o
e
f
f
i
c
i
e
n
t

Angle of Attack, a
A symmetric airfoil generates zero lift at zero a
SAMPLE DATA: CAMBERED AIRFOIL
L
i
f
t

C
o
e
f
f
i
c
i
e
n
t

Angle of Attack, a
A cambered airfoil generates positive lift at zero a
WHY DOES LIFT CURVE BEND OVER?
http://www.soton.ac.uk/Racing/Greenpower/BoundaryLayers/
Low a
Moderate a
High a
a
a
a
REAL EFFECTS: VISCOSITY (m)
To understand drag and actual airfoil/wing behavior we need an understanding of
viscous flows (all real flows have friction)

Inviscid (frictionless) flow around a body will result in zero drag!
Called dAlemberts paradox
Must include friction (viscosity, m) in theory
See 3.18-3.20

Flow adheres to surface because of friction between gas and solid boundary
At surface flow velocity is zero, called No-Slip Condition
Thin region of retarded flow in vicinity of surface, called a Boundary Layer
At outer edge of B.L., V

At solid boundary, V=0

The presence of friction in the flow causes a shear stress at the surface of a body,
which, in turn contributes to the aerodynamic drag of the body: skin friction drag
COMMENTS ON VISCOUS FLOWS
TYPES OF FLOWS: FRICTION VS. NO-FRICTION
Flow very close to surface of airfoil is
Influenced by friction and is viscous
(boundary layer flow)
Stall (separation) is a viscous phenomena

Flow away from airfoil is not influenced
by friction and is wholly inviscid
THE REYNOLDS NUMBER, Re
One of most important dimensionless numbers in fluid mechanics/ aerodynamics
Reynolds number is ratio of two forces:
Inertial Forces
Viscous Forces
c is length scale (chord)

Reynolds number tells you when viscous forces are important and when viscosity
may be neglected
m
r c V
Re
Within B.L. flow
highly viscous
(low Re)
Outside B.L. flow
Inviscid (high Re)
LAMINAR VERSUS TURBULENT FLOW
Two types of viscous flows
Laminar: streamlines are smooth and regular and a
fluid element moves smoothly along a streamline
Turbulent: streamlines break up and fluid elements
move in a random, irregular, and chaotic fashion
LAMINAR VERSUS TURBULENT FLOW
All B.L.s transition from
laminar to turbulent

c
f,turb
> c
f,lam
Turbulent velocity
profiles are fuller

FLOW SEPARATION
Key to understanding: Friction causes flow separation within boundary layer
Separation then creates another form of drag called pressure drag due to separation

COMPARISON OF DRAG FORCES
d
d
Same total drag as airfoil
OVERVIEW: AIRFOIL STALL
Key to understanding: Friction causes flow separation within boundary layer
1. B.L. either laminar or turbulent
2. All laminar B.L. turbulent B.L.
3. Turbulent B.L. fuller than laminar B.L., more resistant to separation
Separation creates another form of drag called pressure drag due to separation
Dramatic loss of lift and increase in drag
WHY DOES BOUNDARY LAYER SEPARATE?
Adverse pressure gradient interacting with velocity profile through B.L.
High speed flow near upper edge of B.L. has enough speed to keep moving
through adverse pressure gradient
Lower speed fluid (which has been retarded by friction) is exposed to same
adverse pressure gradient is stopped and direction of flow can be reversed
This reversal of flow direction causes flow to separate
Turbulent B.L. more resistance to flow separation than laminar B.L. because of
fuller velocity profile
To help prevent flow separation we desire a turbulent B.L.
WHY DOES AN AIRFOIL STALL?
Two major consequences of separated flow over airfoil
Dramatic loss of lift (stalling)
Separated flow causes higher pressure on upper surface of airfoil
Major increase in drag
Separation causes lower pressure on trailing edge
Unbalance of pressure force causes pressure drag due to separation
SAMPLE DATA: CAMBERED AIRFOIL STALL
L
i
f
t

o
r

L
i
f
t

C
o
e
f
f
i
c
i
e
n
t

Angle of Attack, a
SUMMARY OF VISCOUS EFFECTS ON DRAG
Friction has two effects:
1. Skin friction due to shear stress at wall
2. Pressure drag due to flow separation
pressure friction
D D D
Total drag due to
viscous effects
Called Profile Drag
Drag due to
skin friction
Drag due to
separation
= +
Less for laminar
More for turbulent
More for laminar
Less for turbulent
So how do you design?
Depends on case by case basis, no definitive answer
LIFT, DRAG, AND MOMENT COEFFICIENTS
Behavior of L, D, and M depend on a, but also on velocity and altitude
V
, r
, Wing Area (S), Wing Shape, m
, compressibility

Characterize behavior of L, D, M with coefficients (c
l
, c
d
, c
m
)
Re , ,
2
1
2
1
2
2
M f c
S q
L
S V
L
c
Sc V L
l
l
l
a
r
r
Matching Mach and Reynolds
(called similarity parameters)
M
, Re

M
, Re

c
l
, c
d
, c
m
identical

LIFT, DRAG, AND MOMENT COEFFICIENTS
Behavior of L, D, and M depend on a, but also on velocity and altitude
V
, r
, Wing Area (S), Wing Shape, m
, compressibility

Characterize behavior of L, D, M with coefficients (c
l
, c
d
, c
m
)
Re , ,
2
1
2
1
3
2
2
M f c
Sc q
L
Sc V
M
c
Scc V M
m
m
m
a
r
r
Re , ,
2
1
2
1
2
2
2
M f c
S q
D
S V
D
c
Sc V D
d
d
d
a
r
r
Re , ,
2
1
2
1
1
2
2
M f c
S q
L
S V
L
c
Sc V L
l
l
l
a
r
r
Comment on Notation:
Lower case, c
l
, c
d
, and c
m
for infinite wings (airfoils)
Upper case, C
L
, C
D
, and C
M
for finite wings (real wings)
SAMPLE DATA: NACA 23012 AIRFOIL
Lift Coefficient
c
l
=L/(rV
2
S)

Moment Coefficient
c
m, c/4
a

AIRFOIL DATA: NACA 23012 WING SECTION
c
l

c
m
,
c
/
4

Re dependence at high a
Separation and Stall
a

c
l
c
d

c
m
,
a
.
c
.

c
l
vs. a
Independent of Re
c
d
vs. a
Dependent on Re
c
m,a.c.
vs. c
l
very flat

AIRFOIL THICKNESS: WWI AIRPLANES
English Sopwith Camel
German Fokker Dr-1
Higher maximum C
L
Internal wing structure
Higher rates of climb
Improved maneuverability
Thin wing, lower maximum C
L
Bracing wires required high drag
EXAMPLE: F-104 LOCKHEED STARFIGHTER
First airplane designed for sustained flight at Mach 2
Very sharp leading edge on wings (razor sharp leading edges, thickness 3.4 %)
Designed to minimize wave drag at supersonic speeds
Very poor low-speed aerodynamic performance
Such wings tend to stall at low angles of attack, C
Lmax
is only about 1.15
V
stall
(full) ~ 198 MPH, V
stall
(empty) ~ 152 MPH (V
stall
proportional to W
1/2
)
EXAMPLE: BOEING 727
Designed in 1960s to operate out of airports with relatively short runways
Desire to minimize take-off and landing distances
Maximum C
L
= 3.0
V
stall
~ 113 MPH
OVERVIEW: KUTTA CONDITION
Suppose we model the flow around an airfoil using a potential flow approach:

How many theoretical potential flow solutions are exist?
The answer is that there are infinitely many.

Flow (1) and Flow (2) satisfy all conditions for potential flow theory, however G
1

G
2
, so we know that L
1
L
2
(recall rotating cylinder example)
Experimental evidence (nature) tells us which G should be used Kutta Condition
(see 4.5)
Flow 1 Flow 2
EXAMPLE: NACA 65-006 SYMMETRIC AIRFOIL
Bell X-1 used NACA 65-006
(6% thickness) as horizontal tail
Thin airfoil theory lift slope:
dc
l
/da = 2p rad
-1
= 0.11 deg
-1
Compare with data
At a = -4: c
l
~ -0.45
At a = 6: c
l
~ 0.65
dc
l
/da = 0.11 deg
-1
Thin airfoil theory:
c
m,c/4
= 0
Compare with data
dc
l
/da = 2p
c
m,c/4
= 0
CAN AN AIRFOIL PRODUCE LIFT WHEN IT IS FLYING UPSIDE DOWN?
NACA 2415 flying right side up
Zero angle of attack
Lift in positive vertical direction
NACA 2415 upside down
Zero angle of attack
Lift in negative vertical direction
Positive angle of attack
Say a=10
Lift in positive vertical direction
Positive angle of attack
Say a=10
Lift in positive vertical direction, but less
than the right side up airfoil
a
a
NACA 2415 flying upside down at certain angles of attack will generate positive
lift, but less than same airfoil right side up at the same angle of attack

Here is a way to understand this:
If we take airfoil on left and turn it upside down it is same as airfoil right side
up but with a negative angle of attack
Therefore, lift coefficient for upside down airfoil at positive angle of attack is
given by data for negative angles of attack
The negative cl connotes a downward lift on the ordinary right side up airfoil
when pitched to a negative angle of attack
In upside down orientation (airfoil on right), lift is directed upward
a
a
NACA 2415 AIRFOIL
Zero-lift a, a
L=0
= -2
So airfoil will generate positive
lift (when right side up) for a > -
2
Now turn airfoil upside down
If a = 0, negative lift
If a = 2, zero lift
If a is greater than 2 (but
reading a range) airfoil will
generate lift in positive vertical
direction
Upside down airfoil at same a
generates less lift
Example:
Right side up: a = 10, c
l
= 1.2
Upside down: a = 10, c
l
= - 0.8
VORTEX MOVING BLADE ROW MODEL
Thrust of engine largely
dependent on change in
total pressure across blade rows

Blade row interaction critical to
overall performance
D
e
t
a
i
l

o
f

m
u
l
t
i
p
l
e

c
o
m
p
r
e
s
s
o
r

r
o
w
s

FLIGHT MECHANICS EXAMPLE: GOSSAMER CONDOR
August 26, 1977: Gossamer Condor, designed by Dr. Paul MacCready (Caltech
graduate) in United States and piloted by racing cyclist Bryan Allen, wins 50,000
Kremer prize for first 1 mile figure-of-eight flight by a human-powered aircraft
Wingspan, b ~ 29 m, average chord, c ~ 2.3 m, total mass ~ 95 kg, C
D
~ 0.05
Pilot delivered HP to propel aircraft
For cruise at sea-level, estimate:
1. Cruise speed attained
2. C
L
3. HP required input by pilot to achieve a speed of 20 MPH

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MAE 3241: AERODYNAMICS AND FLIGHT MECHANICS

REVIEW OF INCOMPRESSIBLE FLOW

) and chord line

, Wing Area (S), Wing Shape, m

, Wing Area (S), Wing Shape, m

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