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NASA. SP.-367 Introduction To The Aerodynamics of Flight
NASA. SP.-367 Introduction To The Aerodynamics of Flight
SP-367
A. Talay Center
O_ce AND
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CONTENTS
FOREWORD I. A SHORT
lit 1 5 5 10 13 25 9.5 9.5 31 39 59 59 84 91 96 103 119 123 127 ........................... 131 131 131 133 137 137 137 149 .......................... ........................... 147 151 151 169
INFORMATION ..................................
and Turbulence
...............................
Airplane FLOW
.................................... ...................................
Fluid Fluid
Propellers V. TRANSONIC
................................. ...................................
Bodies Shuttle
3 Motion-Hovering
AND CONTROL
....................................... .......................................
A -
AERONAUTICAL AND
NOMENCLATURE UNITS
................
B - DIMENSIONS C - COORDINATE
..................... ......................
SYSTEMS
BIBLIOGRAPHY
...................................
vi
FOREWORD
science
of aerodynamics
of years first
to its
begin-
separated manned
landing.
have
science an interest,
of education
all the
of the
Specialization
is indicated
but a background This ductory Research the The subject result volume
knowledge is a result
is an essential of several
semesters
teaching
of an introLangley treatment of
course Center.
to provide
more
as taught
in many
courses which,
college
level.
the teaching
process,
of these
material will
has
as presented to pursue
stimulate of
reader's
specialized
education
in the
topics
aerodynamics.
111
I. A SHORT
HISTORY
OF
FLIGHT
theory began
of aerodynamics with Early ability and prehistoric man, to fly. called being
of the the
works actions
to copy
attributed
substance weight
fly in it?
conceived
Archimedes' Men like and its 1500 one studies correctly resulting
lighter-than-air is a gas,
vehicles.
Galileo,
Pascal
proved
pressure man
In the years to come. influenced relative As a result intended But these for the ry man ple and Through others. to the air of these
of bird reaction
came that
and designs
produced ornithopters
he designed of a bird's
to copy designs
the
the drawing
designs flying
first
helicopter
first
it was balloon.
on the lighter-than-air 2.) the Constructed distinction thereafter not fly where devices, was
brothers
from
France,
of man
designs
acquired
steering flight
lighter-than-air
aerostat
devices.
Heavier-than-air
Sir George of modern glider of the flat cept which number success. Lilienthal successful designs.
Cayley
of England
(1773-1857)
is generally forces
recognized acting
as the and
father built a
on a wing the
importance than conglider 1800's and had named over a little Otto 2000
curved came
lift force
with
the
an important
In 1853 it is believed of his to use the flying crashing the servants a steam engine
with one
as a passenger. to power
During
toward
century,
flights Lilienthal
death
concept
of heavier-than-air
Helicopter
Parachute
Figure
1.- Designs
of Leonardo
da Vinci.
Figure 2
2.-
Montgolfier
balloon
(1783).
Figure
3.-
Lilienthal
glider
(1896).
flying, are
hang-gliding,
a substantial first the (the credit. D.C., His in 1896. most fitted airplane twice French,
comeback.
Although
there
various
the Germans,
or the
Russians),
Americans
in Washington, airplanes. "the Aerodrome," of the same it to crash brothers Their 1 kilometer
Dr.
Samuel
Pierpont was
Langley
tandem he built
biplane
Backed
version caused
a pilot.
launching On December
during
the Wright
achieved success
machine designs.
of their
own design.
lay in continually
4.-
concepts wings
at the
dominated at Langley
military Center
of aviation. pushed
research
is being
in the space
supersonic, material
transports, light
lifting
bodies,
and the
following
World
War
I (1918)
D II (1945)
Modern
(1974)
II. BACKGROUND
INFORMATION
As a background material required aeronautical descriptions this paper. presented background of aircraft A general Appendix motion above
material
presented, This
the
reader
is urged
to examine
the
information this
is basic paper.
and represents Appendix definitions and units A contains and as used is also an airpaper will in
nomenclature
motion used
coordinate The
to define
at the
end of the
the reader
in locating
presented.
The Nature namely ing the imately keep dry water the air. Earth 90 km, air of the Air atmosphere.up the The Earth's a mixture and same
Atmosphere is concerned the gases. gaseous about envelope one fluid, surroundof approx-
makes
Up to altitudes turbulence
general
mixed
normal
composition
level bacteria,
is given etc.
Not included although nitrogen the gases. to light the percentages are
particles,
at 0.41-percent represent
total
99 percent to vary
of all
comby monthan
has
been
brought
dramatically areas
in recent
times
problem
where
of carbon higher
pollutants
markedly
OF SEA
CLEAN, LEVEL
[U.S.
Standard
atmosphere,
1962]
Constituent Nitrogen Oxygen Argon Carbon Neon (N2) (02\ (Ar) dioxide (Ne), helium (Xe) .... (CO2) (He), ethane
gas
and
formula
Content,
by
volume
krypton (CH4)
(H2) (N20), dioxide (NO2) (12) , a total of 0.003 Traces of each gas for
dioxide carbon
monoxide
and
iodine
about
90 km, densities.
the different
gases
begin order
then
hydrogen then,
layers, the
or shell is the
"shells." homosphere.
Above common
shell
composition
shells In ascending
criterion
stratosphere, composition-
thermosphere,
and shells.
exosphere. Figure
6 shows temperature
layer and,
Without
developed. extends
indefinitely
It represents constituents where gravitation. the solar a dominant Sun. standard and rocket The wind
ionization
of the atmoregion (greater from the of the only to than Sun) all the
particles
can move
subject
It is interesting (streams
of plasma which
extends small.
of the
solar For
is negligibly altimeter
purposes design,
and their
so forth,
of such
Since
time
be employed standard
may be expected. model with is assumed respect The Europe ciled Civil cially The to the first
to be devoid
and water
and to be at rest
or turbulence). were developed between in the the 1920's in both were recon-
standard United
differences was
models
introduced Standard
and forms
of tables mean
report
extended
to 20 km above
With increased knowledgesince 1952becauseof the large scale use of highaltitude soundingrockets andsatellites, extendedtables above 20 km were published. Finally in 1962,the U.S. StandardAtmosphere (1962)was publishedto take into
account (1962) range able this new data. For all practical Uncertainty purposes, Standard in values the U.S. increased Standard over their Atmosphere common altitude as availis in agreement but extends data decreased. with the ICAO Atmosphere
to 700 kin.
with altitude
Exos
}here
?,
Satellites
: o %
::
:
,D
):
:i
...-..:::::
::..
_:_
c) 2
Thermosphere
x-15
:ii ii; Mesopause ::)::i!ii::!ii::!::i:::ii!#.i::!ili:ii::i::iiii!ii ::;iii:_i::}:_i;ii! !
_ 10__20
;iiiiiiii!ii 80
.__. Meteorological
Mesos
, [
Jhere
Meteors burn up
70 -...z.-__ l ]
n:
,',' tAzom layer ,' " ' ,',,',, (absorbs solar ultra_mlet ,',:' radiation)
,'ilill' ill ' ','Ii$ !iillillll Illl']
,,,,',_
/ , _,,,,,,, %,
',,',',W/,_/'_' ,' _t' t'/',"'/J_'//' /IdWIIJYI' '/_l_i',"]'/',"]]/'_ "--', ' ' _ ' ...... _'_ ' "_ "'_ " f i / ' [' "/,_/f/'i//_ili//I/Stratosphere/ff/////i//////," I///i/l '!/////i_ _ t_ I , i /' " 30
',''llll'_'"'
'[li71]iitHii,l'_
'"_,'"
I'_i!,,ti I_'_
,"
........
/toommerclal._t_ [ aire_r_
level
laircr'_t
Equator
Figure
6.-
Atmospheric
structure.
vs.
speed Atmosphere
/// 9O
8O ,Mesopause 70
@ o
6O
"
\\\
5O --Stratopause
_J
*$
O
4O
J
e_ d i
30
2O
10 f
Tropopause Troposphere
150 I 0 I 0 l 200
300
m/sec
(speed
of sound)
Figure
properties
variation.
(Based 1962 .)
Standard
Atmosphere,
With the expansionof this nation's spaceprogram requirements, a needwas generatedfor information on the variability of atmospheric structure that would be used in the design of second-generationscientific andmilitary aerospacevehicles. Systematic variations in the troposphere due to seasonandlatitude had been knownto exist andthus a neweffort was begunto take those variations into account. The result was the publication of the most up-to-date standard atmospheres - the U.S. StandardAtmosphereSupplements(1966). Essentially there are two sets of tables - one set for altitudes below 120km andone for altitudes, 120km to 1000kin. The model atmospheresbelow 120km are given for every 15 of latitude for 15 N to 75 N and in most cases for January andJuly (or winter and summer). Above 120kin, models are presented to take into accountvarying solar activity. The older 1962model is classified in the 1966supplementsas an average mid-latitude (30 N to 60 N) spring/fall model. The 1962U.S. StandardAtmosphere is the more general model andit is useful to list the standard sea level conditions: Pressure, Po =
Density, 101 325.0 N/m2
Po = 1.225
kg/m 3
Temperature,
T o = 288.15
K (15 C)
of gravity,
go = 9.807
m/sec2
a o = 340.294m/sec
7 gives
a multiplot
of pressure,
density,
speed variation
of sound of
It is intended
merely
to indicate
parameters. In the
atmospheric
also
included. it it
that
constant
increasing density
altitude.
density is directly
is of particular
importance
on an airfoil atmosphere.-
on the density. if the Earth's effects all real of the atmosphere Sun, the corpres-
responded ence
to a standard
of continents
and oceans,
combine
to stir
up the
atmosphereinto a nonuniform, nonstandardmass of gasesin motion. Although a standard atmosphere provides the criteria necessary for design of an aircraft, it is
essential that "nonstandard" performance shows in the real up in numerous atmosphere ways, some be anticipated of which are also. disThis nonstandard performance cussed in this section.
Winds Unquestionably, considerable the that standard the air attention atmosphere mass through the most important
and Turbulence real atmospheric motion flies effect, and one receiving Although of motion and space in with and
of late, which
the air
it is known
respect
to the
surface complex.
of the The
motion
of an aircraft.
8 illustrates
(a) Aircraft
heading
parallel
to AB.
Wind
drift
causes
actual
flight
path
AC.
(b) Aircraft
yawed
with 8.-
angle Effect
to account
for wind
drift.
of winds.
10
from
point
A to point large-scale
B.
would
In order drifting
as illustrated
Compensation velocity
knowledge
of both
the aircraft's
to the ground. of horizontal wind speed as a function curve. of a real Figure of altitude 9 represents the the curve, real statistithe have
average and
represent
typical
statistical
atmosphere, from
velocity
place
of wind airports
drift
then,
for wind
conditions
and forecasts
along
his intended
2C
10 J
I 100
Figure
9.-
A typical USAF
statistical Handbook
maximum of Geophysics.
wind
speed
curve.
11
The small-scale motion of the atmosphereis called turbulence (or gustiness). The responseof an aircraft to turbulence is an important matter. In passengeraircraft, turbulence may cause minor problems such as spilled coffee and in extreme cases injuries if seat belts are not fastened. Excessive shaking or vibration may render the pilot unableto read instruments. In casesof precision flying such as air-toair refueling, bombing, andgunnery, or aerial photography,turbulence-induced motions of the aircraft are a nuisance. Turbulence-inducedstresses and strains over a long period may causefatigue in the airframe andin extreme cases a particular heavy turbulence may causethe loss of control of an aircraft or evenimmediate structural failure. There are several causesof turbulence. The unequalheating of the Earth's surface by the Sunwill causeconvective currents to rise and make the plane's motion through such unequalcurrents rough. On a clear day the turbulence is not visible but will be felt; hence,the name "clear air turbulence (CAT)." Turbulence also occurs becauseof winds blowing over irregular terrain or, by different magnitudeor direction, winds blowing side by side andproducing a shearing effect. In the case of the thunderstorm, one has oneof the most violent of all turbulences where strong updrafts anddowndrafts exist side by side. The severity of the aircraft motion causedby the turbulence will dependupon the magnitudeof the updrafts anddowndrafts and their directions. Many private aircraft have beenlost to thunderstorm turbulence becauseof structural failure or loss of control. Commercial airliners generally Figure lences fly around 10 illustrates such the storms flight path for the comfort and safety of their passengers. turbuof an aircraft through the various
described. Another real atmospheric form, effect is that for of moisture. in the pure dry Water in the air, in either and of pre-
its will
liquid affect
is familiar such
can adversely in fog or snow, dry dry air air air. than and
caused (air
by hail.
Water water
containing
requires
a longer
drag,
and
engine
power Since
output the it
and
pressure
locally.
atmosphere for
not indicate
at a particular local
time
a pilot
to contact
a local
for the
atmospheric
12
.,i..t ..,.
;i? iL !iLk ?
71 ii iiii
Ii ii
pressure power readings, output
i iiiiii!!iii!iii!_!:i:i_i:!:i:i:i:i:i:i:i_i:!:i:i:i!iiiiiiii!iiii!ii!i!iii!i!i!iiiii!:i:i:!:i:!:i Figure I0.- Flight path of an aircraft through various forms of turbulence. Relatively stable air exists above thunderstorms. From hence, the local temperature distance pressure pressure and
may be determined. using pressure altimeters. pressure readings rather above A pilot than sea to
in aircraft measured
must level.
zero
to local
sea-level altitude
standard
sea-level
pressure
if he is to obtain
accurate
discussion
considers
many
effects
of a
on aircraft reference
design in the
standard stage
atmosphere
of an aircraft.
The Basic known airplane.Our Before attention proceeding it would airplane. in exploded as follows: will
as airplanes.
discussion
to consider
the overall
form,
an airplane tail
wing,
assembly of these
surfaces, considered
and powerplant(s).
aerodynamics
in the discussion. The body for of an airplane operating and is called controlling the fuselage. airplane. It houses It may the crew and space
Fuselage.the controls
necessary
the
provide
13
_Controt
assem
.
_n
t
ge3.r
11.-
Basic
airplane
components. sorts. In addition, the basic to it. with the 12. an strucIt is
armaments
of various
engine ture
since
many
of the
attached vary
generally mission
dynamic
is known
assembly
the
collection
of structures stabilizer
rudder
which
provide
horizontal
stabilizer the
which forms
longitudinal assembly
Figure
14 illustrates
14
B-26B
Twin-engine
bomber
WWII
P -47N
Albatross
Flying
boat
j/_- /
I (+
B-52G
Long
range
8-engine
bomber
Figure
12.- Various
fuselage
designs.
15
Wing
Wright
Brothers
P-36
(Subsonic)
F-51
(Subsonic)
F-104
(Supersonic)
(a) Examples
of airfoilshapes.
16
Tapered
straight
wing
Rounded or straight
elliptical wing
Slightly
swept
wing
Moderately
swept
wing
Highly
swept
wing
Simple
delta
wing
Complex
delta
wing
of wing 13.-
planform.
Continued. 17
High-wing
Mid-willg
Low
-wing
of wing 13.-
placements.
Concluded.
Rudder --_ //
Fin
,vertical
stabiliz(,ri
Elevator
. '
__'_._.._._
_ [t,l'lZdlntitl
Nl:t|)lltZ_l"
evatlw _ fin
Twin
tail
V-butl(,r
fl}:-t._il
Figure 18
14.-
Tail
assembly
forms.
in the lift,
are
all Yaw is
surfaces the
rudder or down)
which is
to the
which
to the by are
stabilizer. located hinged functions heavy at to fly whatever on the the parts airspeeds. used on both pilot
to the edge
of the
wing.
auxiliary whose
surface
elevator, if it is too
tail
wing ailerons
rudder,
of the
and/or used on
trailing primarily
reduced devices
to reduce sides
an airplane may
independently control. aileron airliner. gear.on or the The ground Figure and flap
they control
provide surfaces
15 illustrates installation
attitude a more
and
complicated
arrangement
landing or
gear,
or and
the
while gear
landing.
attached Special
struts
or
air
cushion floats
of
include are
snow
landings, found on
hooks
Figure
17 shows
arrangements
airplanes. With plant few exceptions flight. related and the an The airplane power must plant The engines the is possess consists main such energy as a thrust-producing of the engine the engine are pulse (and the jet,
type), rocket
of the
possible. that forces airplane between may act and this the on suris the a
body face
steady act
gravitational
weight.
Surface
forces
of contact
19
-- Flaps
Spoiler Flaps
(a) Control
surfaces
on F-4B
Phantom.
Rudder
Side
view
_-T_\
Rudder -_ _
Aileron
.-_
\_
Speed---, I 'el
_ "_
_ ,
AHeron-_
on T-28B. surfaces.
2O
Left
aJleron
Right
aileron
(a) Simp/e
Outboard aileron
flap arrangement.
Outboard
flap
Inboard
aileron
/ Inboard flap
(b)Jet airlineraileron and flap assembly on Wing. Figure 16.- Flaps and ailerons.
2!
Arrester hook
(a) Tricycle
gear
nose
wheel,
two main
wheels.
_Tail wheel
(b) Conventional
gear
tail
wheel,
two main
wheels.
Skids
gear
skis,
skids, forms.
or floats.
Landing-gear
29.
Jet
engine
Starfighter
Twin engine
Phantom _ F-4
Three engines
Trident
Four engines
Multi engine
Figure
18.-
Power-plant
placements.
Lift
Thrust
=-
Weight
that three
is,
between forces
Lift, surface
drag, forces.
forces weight
lift,
itself,
payload, Weight
decreases.
in a direc-
of whatever and
propulsive
system
engine be taken
driven to act
jet engine,
engine, of the
so forth, (except
airplane
portion namic
the
component
to the this
of flight. arises from the flow of air along will the around line the airplane but is
force
the
component In the
resultant flight
aerodynamic situation
force
an airplane the
travel
in straight four
at a uniform conditions. thrust They drag major arise. equals generally arise
disposition
of the
forces
situation, are
the lift
equals
and the
and thrust
physical
attributes and
determined of the
because
airplane the
concern This
manner
in which detail.
now in some
24
III. FLUID FLOW The Fluid Viscosity.- There are basically three states of matter - solid, liquid, andgas. H20 is commonly called "ice" in the solid state, "water" in the liquid state, and "water vapor" in the gaseousstate. Assume onehas a piece of ice andside forces are applied to it (called shearing forces). Very large forces are neededto deform or break it. The solid has a very high internal friction or resistance to shearing. The
word for internal Liquids a solid. ers, air friction is viscosity are considered of water and one and for a solid its since value they is generally behave are very large. from layand gases to be fluids or air. sustained than differently to these
Imagine
applied
another
be applied
to deform
normal more
fifty
times
more that,
than
air.
of pritheories,
viscosity viscosity
it is described
this
small
viscosity
(or internal
has
in terms are
of lift and
Compressibility.increasing compared speeds pressure) with involved air gases. are may
increases
under
generally
may
be treated flow
subsonic
the flow).
of compressibility
The Pathlines ways the standpoint, time. The and streamlines.approach is chosen out by that ocean buoy A fluid and the
Flow be described approach. as it moves a particle Its position in two different From the Lagrangian space with An exammarked at through pathline. has been
is called 20(a).
ple is a transmitting
25
6-hour intervals over a period of several days. The path observed is the particle pathline. In order to obtain a clearer idea of the flow field at a particular instant, a Eulerian approachis adopted. One is looking at a "photograph" of the flow. Figure 20(b) showsthe surface oceancurrents at a particular fixed time. The entire flow field is easily visualized. The lines comprising this flow field are called streamlines.
,'_ + 48
f /
hrs
42
hrs
it+ ]
36 hrs
/_+ 18 hrs ! + 12
I
hrs
_/+
J
6 hrs
0 hrs
(a) Particle
pathline.
Streamlines
Flow
at + 6 hours
Coast
26
It is line.
important refers
the
differences
between particle
and
a streamwhereas The a
of a single of many
streamline of whether Stsady fluid person direction "gusty" if its does or velocity not To house of time flow time. on
a fixed same
question next.
considered
with
wind
if where If,
from changes, an
of a fluid flow
is steady this
in the the
same the
fluid. a
flow
about
figure
shows are
many
pattern
is different;
streamlines
changing
position
(a)
Streamlines
at
time
t 0.
at time of air
t 1. about a house. 27
body
(as opposed
to the bluff-shaped and no air the body; is flowing. the flow t 3. are The
in a wind t1 the
and state; t3
flow appears
unchanged
at time
it passes
particle
From in position t3
onwards
respect
at time The
moves pathline
downstream coincides
streamline
as shown
at times
particle
streamline.
====2,.i
Tunnel
at
time
t o
Tunnel
at
t 1
Tunnel
at
t 2
Tunnel
at
t 3
......
.........
:,:::
'_:"
_'_
Tunnel at t4
Steady flow: Particle pathline : Streamline
Tunnel at t 5
Figure Summarizing, are for equivalent and flow visualization. Rotational the elements and irrotational of fluid at each point this the means
22.that
a particle same
Lagrangian
point
of view
as the
flow.-
Fluid
flow
If
28
constant velocity.
remains limited irrotational to a small still
As the surface
airflow
passes In real
about life,
the
airfoil Most
it
is assumed.
viscosity
effects
of the airfoil
flow may
be treated
as irrotational. flow.A simplifying of a one-dimensional Each streamline In the case of stream water argument flow. of steady comprise through to the the "one often employed 24(a) the to aid in undershows a bundle tube tube of since
One-dimensional standing streamlines fluid nent. Fluid locity value flows Taken flows varies basic ideas of a simple along
is that
Figure flow,
flow.
can be thought
is permatube.
tubes flows
stream
The vevelocuniform
according One
ity variation,
as shown
in figure
can easily
imagine actual
an "average"
of velocity 24(c).
to represent
in figure with
dimensional" are
observations
In addition also be
to velocity, uniform
and other
cross
principles be created
must nor
of mass energy
conservation
of energy.
introductory
purposes,
simplifying
are "perfect").
made. The
The
fluid
is con-
to be inviscid steady
and incompressible
flow is consid-
Many (actually
streamlines infinitesimal
form
duct
boundary)
Stream.tube
(outside
streamlines
(a) Irrotational
flow.
(b) Rotational
flow.
Ik
irrotational Rotational
an airfoil. flow.
assuming In figure
zero
viscosity,
if a fluid
flow is to
irrotational, section
23(c),
an observer
is fixed
of the airfoil
section
is uniform
and of 29
/-Transverse
velocity ion
__'--
Ave ra4Ie
veloeit
luidvelocity
(b) Real
velocity
flow
profile.
--
idealized
--}
(c) (e) One-dimensional Figure 24.flow Concluded. profile. Ideal The tion but tube. tions, areas these of mass has continuity equation.The Consider between it is in the A2, the Fluid Flow equation which in figure fluid, Stations V1 flow). being pumped and is is uniform 25(a). under the a statement in diameter This is called of the conservaends, continuity a pipe ends that indicated. Let as the in a system. at both a venturi assumpa constriction Furthermore, is flowing A 1 cross and sections pipe that station cross and the assumed previously 2 have the stated direction respectively. (one-dimensional nor the is fluid fluid 1 and V2 be cross-sectional flow is The must that speeds there at are
average
in the states
mass unit
passing
passing at any -
time. or
In fact, there
flow
must -
be
examined flow
accumulation Simply
of mass stated,
assumption
is violated.
(Mass
rate)
1 = (Mass
rate)2
(1)
31
reduces
(3)
is assumed
AlV 1 = A2V 2 This is the simple flow as long continuity with no leaks. as average equation values equation for inviscid, incompressible, viscous, V2 across the steady, onestill are
(4)
dimensional be valid
statement cross
would section
the
used.
By rearranging
A1 V 2 - A2 V1
(5)
A1
is greater
than
A2
(see
fig. 25(a)),
it can be concluded It states, decreases shows at the station called this ends.
that
V2
is
than V 1. This is a most that the flow speed increases where the area increases. a larger speed
important where
under the assumptions and the flow speed with the In fact, longer by the arrow contiis at tube. an in at
is reached
at the
area.
This
constriction AV
commonly remains
of the
venturi
product
a tube the
Figure the
shows
must
than fluid
in the speed
distance
between
increases. indicate
conclusion of low-speed
is that, flow
the
of energy.-
Assume
a fluid The
as before, the
is inviscid,
flow is composed
because
of the
32
directed motion of the fluid; the pressure energy is due to the random motion within the fluid; andthe potential energy is due to the position of the fluid abovesome referencelevel. Bernoulli's theorem is an expression of the conservationof the total energy; that is, the sum total of these energies in a fluid flow remains a constant along a streamline. Expressed concisely, the sum of the kinetic energy, pressure energy, and potential energy remains a constant. If it is further assumedthat the fluid flow is horizontal (as, for example, airflow approachingan aircraft in level flight), then the potential energy of the flow is a constant. Bernoulli's theorem reduces to Kinetic energy + Pressure energy =
where the the constant per may unit includes volume, the constant value energy one obtains in terms Constant energy. of pressure If one and considers (6)
of potential
the dimensions
Bernoulli's
theorem
be expressed
of pressure.
I Station 1 I
Ca)
' >
(b)
increased
flow
speed
Figure
25.-
Venturi
tube
and
continuity
principle. 33
The kinetic energy per unit volume is called dynamic pressure q andis deter1 AV2 where p and V are, respectively, the fluid flow density and mined by q=_p speedat the point in question. The pressure energy per unit volume (due
the static The pressure constant of the fluid energy equation per and is given unit volume to to random p. total pressure Pt" motion within the fluid) is the symbol is called the
Bernoulli's
reduces
Dynamic
or
pressure
+ Static
pressure
= Total
pressure
(7)
1 _V 2 _p + P : Pt
(8)
flow the total pressure Pt is constant along a streamline to streamline as shown in figure 26(a). In an irrotational for airflow approaching as shown that an aircraft, in figure 26(b). fluid the flow, the greater of the flow, the dynamic the total pressure
considered value
constant Bernoulli's
the
pressure; exists
speed
There their
a simple
between
pressures decrease.
total
remains
the same.
As one increases,
the other
Let
static,
and
in a flow tube,
fluid
flow about
called
tube
after The
inventor, dams
up immediately the rest pressure to zero device. hollow been tube of the
at the
"stagnation
point" equation
divides
the dynamic
pressure
flow stagnates.
pitot
drilled
and may
measuring
instrument everywhere.
Except pressure
is parallel tube's
normal
to the
34
Pt, 1 _ Pt,2
Pt,4
(a)
Rotational
flow.
Total
pressure
varies
from
streamline
to streamline.
Pt,1 Pt,1
/""'_ _/
__ t/
..7 /
Pt,1 Pt,1
Pt,1 _
Pt,1 Pt,I _
_'I_
_
_J
same
constant value
Pt,l
everywhere
in flow.
26.- Total-pressure
variation.
pressure
must
be continuous,
normal
static tube, therefore, with the holes parallel to the measuring device. When properly connected between to total
measuring
instrument, Bernoulli's
the difference
is measured. 1 _pV 2.
defined as
can be calculated.
In actual use on aircraft, the pitot-static tube is conindicator which, to the pilot. The by proper gearing, will automatically mounted forward
directly to an airspeed
device is sometimes
35
_ Total p_ p..
Smalll --_hoes
" Sta.:--/
pressure entrance To T pressure readout instrument
(a)Pitot tube.
(b) Static
tube.
Total_1
pressure .... _rarzc pressure g _
1/
I'll
/I II I! !l
M
Outer tube communicates to readout
!
(c) l>itot-static Figure on a boom sible, extending from the 27.airplane flow Pressure nose (also tube. measuring to insure called tube its
static
pressure instrument
devices. measuring, as closely condition). earlier, the fluid continuity along enterin the In figto the commonly static called flow as pos-
the undisturbed Returning to the equations tube. may have 27(b) and are is a liquid tap equals The
and the
Bernoulli venturi
be used pressure
the static-pressure free-stream of static static tube holes the a tube static similar are
distribution
undisturbed
ing the tube tube ure tube "static within at the at some pressure then 28 holes of figure taps" which static equal are
be used been
pressure
is a greater
or lesser
pressure.
pressure.
to a "U-tube as colored
alcohol. static
reference indicated
level.
pressures
or below of fluid
free-stream
by a decrease
or increase
in the level
in the tube.
36
[nviscid,
incompressible
P_oyV_
St'ttic
tap
manometer
_ __
Figure Figure and static 2 taps V2 also total 28 shows the complete static than that speed
28.setup
Venturi
tube
flow. tube and a set equation previously tube. of manometers the speed the at at
of a venturi By the 1 V1
continuity as seen
speed
throat the
highest Pt
By Bernoulli's irrotational
equa-
Therefore, pressures
can express
the total
of the static
and
at stations 1 =_p2V2
(8), namely,
lplV122
+pl
=pt
(9)
V2 is less
than
V1
and dynamic
P2 = Pl pressure,
(fluid
for as the
hence
pressure diagrams
must decrease to maintain a constant value below the venturi tube show this interchange the venturi in the region This is also the than throat free-stream the flow tube. The conclusion drawn
of total pressure Pt" of dynamic and static from this is that the
of high-speed
region
manometers level
reaches lower
level
has
reference this
throat
is the mini-
pressure airfoil
since
fluid.-
To supply section
in the discussion
discussions of venturi
to
follow
of a real
following
expands
37
flow to the ideal fluid flow past an airfoil. Figure 29(a)showsa "symmetric" (upper and lower surfaces the same) airfoil operating so that a line drawn through the nose and tail of the airfoil is parallel to the free-stream direction. The free-stream velocity is denotedby Vo_ and the free-stream static pressure by Po_. Following the particle pathline (indicatedby the dotted line andequal to a streamline in this steady flow) which follows the airfoil contour, the velocity decreasesfrom the free-stream value as one approachesthe airfoil nose (points 1 to 2). At the airfoil nose, point 2, the flow comesto rest (stagnates). From Bernoulli's equationthe static pressure at the nose, point 2, is equal to the total pressure. Moving from the noseup along the front surface of the airfoil (points 2 to 3), the velocity increases and the static pressure airfoil, lowest decreases. point value. Beyond to 4, the point Beyond reached this point as one moves along static the the rear surface increases equal the static of the airfoil, until points 3 edge, By the continuity has equation, acquired as one reaches value the thickest and the static point on the its 3, the velocity its highest pressure
velocity
to rest pressure
the flow
until
free-stream
velocin fig-
ity and static-pressure ures 29(b) Note maximum whereas ent). and 29(c). particularly thickness), on the This The parallel fect rear
distributions
streamline
that one
on the
front
surfaces pressures
station gradient)
of
has
surfaces
increasing
pressure
gradi-
will be of importance as the force direction. zero norma] For no matter and
free-stream airfoil
and the
drag
to the
fluid,,
intuition of zero
is known The
of the static-pressure
since
the
airfoil the
stream,
between is very
surfaces function
exists
and a lift
results. Air
desirable
section. the an
fluid. principles
With world.
continuity 38
lowest pressure
speed static
mu
mu
v_
_ .... P_
Zero
High (Total
speed
pressure
spee_ pressure
pressure)
pressure)
v 4
\
_'x_ _" _reatcr than
\
\ \ cce,_'"
g
>
Leading edge
(b) (V = O)
Trailing edge
Distance IV = O)
along
[low
Traili highest
.,,,_'e?b_
"
g "_-----'-77..vOSl_-I
,] (posing
e pressure
r adient]
eb '_
_o _
\_ve.-'_ /
.... _ _Ve Pr
_raclient)
ess Ure
I
l
/
0_
Figure airfoil the sent real, will appear to be slightly in several From
29.-
Ideal
fluid
flow about
different forms.
of drag principles.
this
point
flow of air
is allowed
to exist. Real Fluid are Flow two different moves The indicate types of real called may fluid laminas. of air be considered of movement 30(b) shows flow: Figmoving
and turbulent.
turbulent
flow.-
fluid
shows
a laminar layers
rectilinear to right.
consisting
in straight-line
streamtubes layers.
streamlines need
of these
flow
not be in a straight
39
Uniform flow
rectilinear
(a)
Turbulent moves Adjacent laminas have same Fluid follows curved surface speed in laminas
generally is highly
profile
_b)
Fluid layers (lamina) move more slowly as one approaches the surface but still slide over one another.
ofile
(c)
_'_
Laminar flow
l
fluid the are flow follows flow airto the complex by the stream between
(e) Figure a small case foil lines, layers. In turbulent flow. 4O Figure 30(d) flow, secondary random motions number are superimposed on the principal They are evidently segment surface fluid of the surface smoothly, 30.Laminar and turbulent For 30(c) flow. an ideal shows the
airfoil. Figure
the curved
the more
fluid layers
However,
as indicated
the fluid
one another
fluid being
exchanged
shows
a disorganized
of streamlines.
fluid
layers
and
there there is
is
of fluid
from
one such
sector moving
fast down
to the shows
slower the
slow
smoke
some not
identity;
suddenly this
up into turbulent.
a confused The
eddying
flow
is
closer
to the
cigarette
when of laminar
the
of a common slightly, the brook the flow faucet the flow over at low fully water churns airfoil upon turbulent air.
water speeds
flows out
in a clear
column turbulent
in a cloudy rocks
column. In the
over
smooth in the
confused both
rapids. and
It will turbulent
the
assume
"naturally"
in a laminar
flow
as flow
in the can a
In other flow.
changed is to be parameter
question In 1883,
whether a dimension-
turbulent.
introduced
gave
a quantitative
indication
to turbulent
transition. Reynolds strated nar the fact number that over effects under a given water flow was certain region tank on the flow field.In his the The tube was flow experiments, in a tube Reynolds changes setup a stopcock into the is at from demonlami-
flow
experimental with smoothly the tube mouth. was of the up low, tube. into
A large the
tank.
A thin
filament
fluid
speed
the
of 31(b).) flow
fluid when
the
turbulent
existed Reynolds
through defined
section.
(See
31(c).) which of the has flow. since been known form as the the
a dimensionless a quantitative
parameter, description
Reynolds Reynolds
number, number
to give R is
In equation
R - pVf #
(I0)
41
rI
--I [] _ye
Reynolds experimental
[
[ I [ --
,5
Water level drops flow continues as
/
[ [ t/ /-Smooth fairing F . Long
Valve ,o control--,
flow . , tuoe speed \ x
//
t" |
--
"
1_'_ Outlet
-NN "_'
(a)
Low remains speed distinct flow (R indicating / 2100) throughout (b) R " 40000 Filament _-turbulent
breaks flow
up
indicating
,%
-._
__
._-
[ /
(/
Figure where 31.Dependence
,el
of flow on Reynolds number.
l
R - pVf
density
of fluid,
kg/m
mean
velocity
of fluid,
m/sec
characteristic
length,
coefficient discussion),
of viscosity kg/m-sec
(called
simply
"viscosity"
in the
earlier
this was
setup, laminar
Reynolds
found,
by using
water,
that
below filament. p, V,
R = 2100 This f, or p.
as evidenced
by the distinct
colored of
regardless
combinations
of values
A transi2100
tion between
and turbulent
flow occurred
for Reynolds
numbers
between
42
and40 000dependingupon howsmooth the tube junction was andhow carefully the flow entered the tube. Above R = 40 000 the flow was always turbulent, as evidenced by
the lence colored has The since fluid filament 2100 and breaking up quickly. variable The fact that the transition that Reynolds induced turbunumber (between 40 000) was indicates the effect
on the flow. numerical values given for the f transition is the and are diameter trailing for this particular For flows flow experiment an airfoil, length. an be far of about
chosen
transition
million.
laminar
and high
Reynolds
number
Reynolds
number
may
be viewed
another
way:
Reynolds
number
= Inertia Viscous
(ii)
The forces
viscous
forces
In a low Reynolds forces to the flow) is a small relative Stoke's ball falls
inertia Reynolds
forces
number silicon
forces
through laminar.
another
are
Reynolds
as typically
in the
flight
and turbulent of low Reynolds shortly. Surface body rence this immersed laminar
roughness
effects As the
field.-
The
effect near
of a
it causes roughness
to turbulent. of turbulent
of first
move
upstream
along In each
airfoil.
point.
An airfoil
is shown.
surface is seen
roughness
is increased further
is held The
to go turbulent
Reynolds
43
surface roughnessare not independentof eachother and both contribute to the determination of the laminar to turbulent transition. A very low Reynoldsnumber flow will be laminar evenon a rough surface and a very high Reynoldsnumber flow will be turbulent eventhoughthe surface of a bodyis highly polished.
Pressure transition the static from pressure gradient laminar effects on the flow field.Another important gradient disturbances If the the static static factor in the in the If to turbulent flow is the pressure distance, result. flow field.
increases
flow will be amplified with will downstream tend to remain point Beyond pressure the trailing
distance,
in a laminar
A laminar thickness
shoulder
increased. edge.
laminar
go turbulent
_ran.
Laminar
_._tion
v_
Tran. sition
SY_ly
r
rough
mrwu
_//_ ,,///7-
v_
v_ Figure 32.Surface roughness and flow field. All cases at same Reynolds number.
44
and
drag.drag is
The
foregoing
has
proin a
force the
flight shear
is
caused to as -
by viscous the
and
is
strongly
the
factors
Reynolds
surface
shows
that
in addition
everywhere It is fluid
are help
./._-
Hydrostatic
pressure
Real
fluid
at rest
Pressure normal
forces to surface
._
___-_-- Static-pressure
forces
flmd
in
real
fluid
flow
Figure
33.-
Pressure
and
viscous
forces.
34 flow were V_
a very leading
thin, edge
parallel is
fluid
is,
inviscid,
simply along as
velocity velocity
distribution
of velocity
45
away result
from if the
would frictionless
constant
value
of
Voo.
No
fluid,
however, very
a very important
adheres
to the
surface.
(See
This point
is the
It states away
that from
in the
from there
value
is known between
layer. of
the boundary
velocities friction
layers
extends
these
friction
forces
force edge
ary
layer
also
is steady
layered
further as more reached becomes there motion. from one This This the
viscosity fluid
continues down
thickens is
is slowed the
by internal boundary (See fig. layer of the fact the that total
friction. layer
is a random
boundary
velocity
as
moves
the wall,
away
to
moving
near
the wall
will be shown
to produce
Reynolds number
has
an important
effect
boundary speed
layer. and/or
(caused thickens
However, surface
even
though must
at the
of the body
Thus,
the
disappears. thickness Yet, of the boundary the velocity edge must layer vary on an airfrom zero layer.
a typical a centimeter.
surface
of m/sec shearing
friction)
be acting
skin-friction
46
v_
v_
Flat )late
(a) Inviscid
flow along
a flat
plate.
v_ v.
B_-oundary_ layer thickness [......._j | layer thickness " [--_ _ tilickncss l I"_ Flat plate
v_
BW_
Laminar layers
(b) Viscous
flow along
a flat
plate.
_rl _l I
:1 (/
Steetl, er I__z/ energy profile exchange and
Laminar taycr
boundary
Turbulent layer
boundary
of laminar
flow. fluid.
Boundary-layer
airfoil
in a real
fluid.-
Figure in figure p_
real
fluid
flow
over
the
airV_
originally static
considered pressure
free-stream modified
flow field
is only are
and for
point
occurs
47
Sh,ulder of airfoil maxh_mm speed outside ,a[ Ihe llI)w_d_l'vh_yer _ I _--- _/ /--Note / -Flow laver . outside boundary is in_is(id flow ' ",': boundary layer
Turbulent
(S_alled flow)
Figure wake
35.-
Real
fluid
flow about
an airfoil. Bottom
Thickness lower
of boundary surface
layers same
and as
greatly
exaggerated. surface.
flow along
is the
on the upper
earlier
plate,
a boundary outside
layer
begins
to form
is very
thin and
much airfoil
pressure the
acting
boundary
pressure the
boundary
this
pressure Over pressure speeds present. the ideal just that shoulder fluid came the
front
surface
of the airfoil
up to the
shoulder,
(pressure The
laminar
boundary however,
the fluid
particles
than ideal
now,
present, is reached.
As the gradient particles forces. boundary layer dient pletely. ber that
shoulder pressure
unfavorable character
viscous
transition quickly
a turbulent
layer.
to thicken
downstream.
Pushing
against
pressure
trailing
trailing
before
in the ideal
48
stall
point
is into
known the
as
the the
a line line,
from is
this
flow,
actually of
toward and
This
represents flow
air
which air
disrupting is
Thus, region
dead in
region 35 is
to flow wake
away tile
of eddies
figure
called
behind
36(a) and
the
fluid
case with
static-pressure the real but fluid once the shoulder) rear this case.
at up
the is
not
very ideal
large fluid
separation net
greatly front
In the of the
case
static-pressure parallel of the and the rear front to the airfoil. free
on the
opposed Now,
canceled in the
surfaces symmetry on
of forces allel net drag. shearing tion ideal of the fluid to the result
destroyed. free-stream
acting
acting
on the
to the is
36(c).) (internal
a drag
forces
friction) distribution
in the
static-pressure case.
fluid fluid
k _
x _
_---
.......
1 Separatmn
OCCURS near
. trailing edge
'" 0
alon_
flow
here fluid
(a) Airfoil
Pressure parallel equal alld to forces free opp_,site
upper
surface
static-pressure
distributions.
These
conll)ollents
no
lonR'er
stream 7
equal component
Net
downstream Pressure
(b) Ideal
fluid
airfoil
(no
pressure 36.-
(c) effects
Real on
fluid an
airfoil airfoil.
(net
pressure
drag).
Figure
49
Figure 36(d)showsfiguratively the lift anddrag for an airfoil producing lift in both an ideal andreal fluid case. One sees the effects of viscosity - the lift is reduced anda total drag composedof skin-friction drag and pressure drag is present. Both of these are detrimental effects.
x\\\\\
t
\\\\\', \\*._-4
",'\._ \\ \\_\\
"_\
X\. _. N\ ......
,.\_ \\
\\--_ \\"
= ,
\\,,X \\ .....
_\\\\-,
<
"_
(d)
Viscosity Figure
effects 36.that
on
an
airfoil.
Concluded. although are the previous on scope airplane the effects all discussion the of this drag other text is was lim-
be
noted, section,
very similar
components to treat discussed. fluid layer to the The next flow and,
or
will discussion,
observes The
Also,
reduced.
considers Effects
effects
of "streamlining." Figure field. in the higher broadside Four flight 37 shows of the five bodies bodies are aircraft placed operating (R = 104 in a real fluid flow numThe fifth
of streamlining.the resultant encountered at plate plate a much placed edge. small flow
and
at Reynolds to 105).
(R = 107). a large the result, wake the at the with separation drag Reynolds in this larger Overall, case, in this the are total
The points being number, before case drag already the than has
at the
skin-friction same
a relatively has
a smaller
reduced
of the
flat
some
of streamlining
evident.
50
Hehtl
] ) I';IL'
lye
f(lrce
plate
_Br(adside)
Separation R _ 105
point-
10 5
-Separation
point
= 10 4
)aration
point
Skin-friction cl rag
Pressure drag
Figure
at various
Reynolds
numbers.
Also,
at the same
Reynolds
number
shape. may
There assume
is ahnost
no
boundary-layer streamline
separation may
One
shape
of boundary-layer
separation. component
is the dominant
with the cylinder or plate. drag since the sMn-friction more siml)le a greater streamlined. fact that area the over
slightly as the bodies became skin-friction exposed to the drag flow is due and to the thus
One
can explain that the increase body the boundary has more layer area may
in
streamlined which
has
act.
51
number
shape. to imagine
is large slow
because of the
speeds
bracing wire
used were
reduced
have
if the structures
the introduction bracing. higher The smaller drag speed than separawake for
is a cylinder
is higher by A
is much drag
larger.
contradictory
values,
different
is demonstrated
in the
coefficient. experience, If one places is felt, is one consider his hand the factors broadside speeds determines (high directly the is although resistance that to a along
Aerodynamic determine flow outside at 100 km/hr, the resistance. Reynolds on (velocity) velocity about number times
resistance at 20 km/hr,
resistance Velocity
factor
considering relatively or
depends
In the preceding
example,
times higher
of 20 km/hr,
the aerodynamic
velocity. is little speed. aerodynamic resistance more to doing difficult, of air. so. if Density
a beach, at the
there same
of water
is much
represents more
factor piece
in the
resistance
of cardboard larger,
resistance
a much
sheet Area
up against length)
A considerable is another
exposed
of resistance. real
It is now possible fluid, and the air, attitude body about a body, body,
on the
of the
velocity defined
and the
fluid
(air).
To illustrate,
consider
lift force
52
reaction discussion,
to the (size,
velocity fluid
From and
the
pre-
an ideal For
fluid, a real
the fluid,
properties
density) and
influence properties
elastic, attitude
of the
surface
roughness it may
introductory
discussion
of this
section,
/
Lift = p_, where x V 2 S Factor 'is, \ p_V_C p V_ , surface ' a_ roughness, air turbulence)
\
(12) /
PoC,
free-stream
fluid
density
Vo_
free-
stream
velocity
characteristic
body
frontal
area
characteristic
body
length
ot
attitude
of body
coefficient
of viscosity
_3_.
free-stream
speed
of sound
of fluid
(S series
is
a characteristic of comparison times (chord the its length particular previously a..__ V_
body
frontal
area For
that
is
usually
chosen be
to be the
consistent
with of the
diameter to be it is the
taken Thus,
planform to
for
necessary
used the
a body.) P,oV_ or viscosity roughness flow. Air M. is the Reynolds Reynolds the shown number number Mach is
that
The whereas
number
the
fluid
was
transition wake
from formed
turbulence
of the
Furthermore,
53
attitude called
of a body
are
lumped
together
into
the factor.
Letting
the
factor
be
Lift
=p_xV_
2 xSxK
(13)
previously of K
defined is doubled
as
1 _V 2 _p
so if a value the
of
to keep
the equation
be replaced 1
Finally,
= C L _
p_V_
2 x S lift formula states for simply usual that aircraft flight. pressure CL lift times is known is deterthe
(14) as
(14) is the fundamental of lift. area. important shape. The of lift by a coefficient body times
the coefficient
equation
the aerodynamic
the free-stream
dynamic
char-
to realize Mach
that
the lift
coefficient CL
CL
number,
is generally
wind-tunnel
free-stream
conditions
a knowledge
CL-
(15) 2, S
p_V_
The direction.
drag
is the
aerodynamic equations
resistance to equations
to the (15),
free-stream
analogous
namely,
Drag
1 = C D x_p_V_
2 xS
(16)
or
CD =
(17)
where
CD
is the
drag
parameters. 54
Separati point
on
Separati point R _ 10 5
on
"
----_
....
Cylinder diameter
CD =
1.2
= 10 5
S ep;/rat point
i on
CD
0.12
Separation
= 10 7
Cylinder diameter
=d
CD
0.6
38.-
Drag
coefficients
on a body moment
This
a moment moment
a similar
be applied that,
to the
and drag
equations
(14) and
(16) such
Moment
or
1 2 S x _ = Cm _ p<V_,
(18)
Cm =
Moment 1 5 P_V_2S
(19) _
55
Cm sary
is the for
coefficient on the
of moment number,
and correct.
dependent attitude,
Mach
and body
It is now possible pare first had Mach The area CD the three the five same bodies basic bodies
discussion coefficient
associated as a measure
37 and
the
resistance.
effects d, the
and were
symmetrically and the drag pressure. Figure been values drag. of 104 with examples, the effect has of larger
is a measure
for all the proportional that now the Reynolds shape of the are,
as is the dynamic measured drag force of 105, the 2.0, drag and drag. has CD pressure number
is then
37 except C D.
replaced for
streamline
respectively,
These
values
include
skin-friction operating
cylinder, the
at a Reynolds
to one-tenth equation
basic effect
(16), the
small The
aerodynamic number
cylinder, as large
0.6,
that
37 is large smaller
V_
smaller layer
component. upstream
in the boundary further before results. number. Figure Reynolds subcritical separates along stalling.
surface
viscous
Compare
condition
separation
Reynolds
CD are
(based shown.
number.
experimentally
in wind
up to about of the
boundary produces
upstream
shoulders
cylinder
56
I 3.(_-O O
Flat Lart_e
Streamline
Hiah Small
t_evnolds cylinder
number
c,,'[indcr
c_
1.0
I
10
I
102
I
103
I
104
I
105
I
106
t
107
I
108
I
109
Royllo[ds
nu l/ib_ F
Figure and high CD boundary CD and It is inders. induce improved The tant ideas values.
39.At
Drag
coefficients
function
supercritical turbulent abrupt are that are layer are far has the the
hence,
Reynolds
106 .
critical
interesting bails
spheres
to that were,
of cylto
Golf
dimpled and
once
thus
decrease
coefficient.
Much
result. been rather behavior have wake flow With general has been have been made. been and has introduced many Numerous flow The to the may now of the flow imporref-
principles. or
boundary is two-
flow velocity as
vary in mind,
normal one
parallel
to it. flow.
operating
in a subsonic
57
58
IV. SUBSONIC
FLOW
EFFECTS
Airfoils The wing cross shape airfoil section.it from the simply Figure side, 13 showed one has
and that
Wings by taking of the question a slice airfoil arises out of an airplane called the airfoil
the
shape The
or more
airfoil
section.
as to how this
is determined. The ultimate air. objective A flat plate of an airfoil at an angle is to obtain of attack, Sir George produced section used the lift necessary could to keep be used Lilienthal drag than an airto in the flat
in the the
demonstrated
by the Wright
Brothers
in their
1903 airplane. In those theory. ments adopted. rounded The systematic National determine World War The came early usual from days of canvas at that and wood time was wings, the few airfoil "cut and try" helped surface, shapes method. performance, the desirability evolved from
procedure experimentation.
Improveit was of a
If the modification in addition trailing of these to a curved edge. early days were Air
showed, and
a sharp
methods
used
at G/Jttingen,
by the Royal
Committee information
of airfoil still
shapes.
investigations
of today's NACA
airplanes.
discussions
follow
six terms
(1) The (2) The (3) The (4) The (5) The (6) The Figure (1) the
edge edge line line surface surface the step-by-step of the airfoil geometric section construction of an airfoil the section: leading and 59 (or mean line)
is determined
by placing
Chord Set up leading edge and trailing edge and construct chord line between them.
line
Leading edge
;Trailing edge
2.
with
Camber
line
surface
added
Chord
line
4.
Final
airfoil
shape.
(__
Figure trailing points curvature "wrapped" and below (4) the last edges together, greatly about the their desired
40.-
Geometric apart.
of an airfoil. line is drawn by the connecting line. the two This is above
distance
camber
function
camber shows
thickness result -
step
set
of
aerodynamic testing. Figure airfoil line). foil When line, sections. If the (the upper
characteristics
all its
own which
be determined
for
several
differently line
one surface
image
chord the
of the angle
oncoming of attack
is alined angle
is the
between
chord
6O
Leading edge
Camber_ line
Trailing edge
NACA
0012
Upper
surface
symmetric
airfoil
line Whitcomb
Trailing edge
er
surface
//---Chord
line
supercritical
airfoil
/ / "'"_ --
Trailing
edge
Figure
41.-
Airfoil
terminology.
Zero
camber
airfoil - 0 . _ 0 .
--
Camber of zero
line lift
Chord is also
line, O,
Angle
_z
ift
v_
ve
camber
airfoil at
--
Camber
line
above
chord
line:
a = 0 .
a L = 0 <0
v_
ve camber
"lift" Asymmetric Negative "lift" airfoil at -Camber aL line below chord line:
a = 0 .
= 0 > O
Figure
42.-
Airfoil
camber
line
variations.
61
and the
the angle
It is or chord
case,
that
is,
= 0 .
Thus,
line surface
above
is not along
image line
is alined be angle an
a positive free
negatively of zero
with 0 is
(that
lift
aL=
tive camber greater than The namic station less causing the
yields 0 .
asymmetrical
airfoil
the
two-dimensional
wing.in a spanwise
has 43(a)
as
at
station is
the flowing
span,
point
of this effects
to prevent (to
around One
three-dimensional aerodynamic course, that the spans for no wing model the minor that
later). wing's
is trying
airfoil's Of
but
a close placed
of the wind
tunnel
to the can
other.
(See for),
(except
effects no
wing
spanwise will
airfoil that
section limiting
discussion
characteristics. }__'illg _. - The patterns and the other two is fluid one is flows flow is the about an airfoil may motionof or the circutotal flow be
Circulation viewed the fluid as consisting about around The by about infinite. edge the the the
ab_o_ut _a _tw_oz_diln?j}s_ional of two airfoil airfoil is, supcrimposed fig. fig. 44(a)) 44(b)). free-stream
(see (see
a circulatory coexist
These flow
question F the
if the
value? edgc
flow
without instead
possible
flow Kutta
leaves and
tangentially value
required The
moves section
trailing by
Kutta-Joukowsky
relates
to the
l = p_V_r
(20)
62
Infinite length
infinite__
length
(a) Two-dimensional
(2D) wing.
This
side
mounted
Free this
stream direction
from
_ _' j_'V_
/ _ } Wing spans
\ L..
.... _ms on
(b) Testing
section's
aerodynamic
characteristics
a two-dimensional Two-dimensional
63
(a) Flow
with
no circulation.
(b) Circulatory
flow only.
Flow edge
leaves smoothly
trailing
with
Circulation
where
lift/unit free-stream
span
wing
Poo
Voo
free-stream circulation
velocity strength
64
Thus, the circulation strenglh I' is set by a necessary physical condition, and the lift l is uniquely determined. For a perfect fluid the drag per unit length is zero.
However, drag wing along in a viscous fluid ilow one loss must include Latex" the a skin-friction changes that drag occur and when a pressure a finite with a resulting of lift.
is considered The
wi]l be shown. coefficiel:ts.q'h,., point :force into is the lift Figure of intersection center of pressure. components 45(a) shows of the the chord resultant line aerodynamic line of
and the
The as shown
be resolved
are
No aerodynamic
point the
example, the
a quarter resultant
of a aero-
behind
moment
unless
is zero
about -
attack.
45(c)
shows
of reporting
and moment
is a point,
moment
of
of attack. This
Figure system
namic
center.
of r,,porting
is convenient
of aerodynamic
calculations. The data obtained data. by wind-tunnel Aerodynamic Cd, the testing of NACA families of airfoil include the sections lift coeffiare
characteristics moment
coefficient by measuring,
about
obtained of the
in wind-tunnel
airfoil
wing
and nondimensionalizing
as follows:
qc
(21)
measured lift per unit length of the airfoil wing, q is the testing 1 section. or _pV 2, and c is the chord length of the airfoil
d c d -=_-_ where d is the measured drag per unit length of the airfoil wing
(22)
65
pressure
(a)
Lift
Lift
00_
v_
/_enter
angle
Chordwise on shape
of
position camber
depends line
(b)
Lift Quarter chord point Aerodynamic__.._ center chord o) point Moment about aerodynamic center (independent of a)
.__
about on
(d)
characteristics.
and,
Cm = m qc 2 (23)
where
is the
per
acting other
(whether
at the
or any
that
coefficients
on
surface
roughness,
turbulence
Reynolds
airfoil.
dependence
aerodynamic
coefficients
of attack,
Reynolds
and surface
roughness.
the c m
dependence on airfoil Reynolds rout_hness. included and roughlless number in tile -.2 0 .2 ,4 .C, .8 1 .C_ _.0_l .2
attack,
surface is
_=g<
-o
.020
--
--
1.6
.016
1.2
.01_
.008
.8
.4
.004
g
0 o 0 0
8
-,2 slber -.3 -1.2 _ I_" -.4 -1.6 Angle -.5 of attack variation K2" z2_-;;at|at|on Sur face roughness variation -3 4"_ -.4 9.0 -8 -.2 O [] 3.0 6.0 x 10 6
Aerl)d;llat!lic
ct,ll[/,l
p_)sltD_ll
x/,,
.241 .246 .246 Standard
y/i.
.014 .013 013 roughness
,_X 6.0
-2.o
-32
l
-24 Section NACA
,
-[6 -8 angle 2415
,
of Wirlg
t
0 attack, Section
_
8 o0,
t
16 deg
T
24 32
-.5
-1.6
____1
-l.2 -.8 Section NACA -.4
J 1.2
J 1.6
Specific
body
shapu
(see
upper
right)
Figure x
46.and
Aerodynamic y denote
coefficient distances
denotes
chord
length,
axes,
respectively.
in a general some
manner,
ficients with angle of attack and to discuss informative Figure graphs of these results.
of coefficient of lift cI
of the first things noticed is the fact that at an angle of positive lift. This One must move is the
attack of 0 , there is a positive coefficient of lift,and, hence, case of most cambered airfoils and was discussed earlier.
to a nega-
liftcoefficient (hence zero lift). It will be rememlift. A symmetric be expected. is almost a airfoil was shown
that this angle is called the angle of zero an angle of zero liftequal to 0 as might next that from There
is a linear increase
in the coefficient of liftwith angle of attack. a peak and then declines. The
angle at which
a maximum
67
Negative stall ]
.... L
- 16
-8 Angle of
0 attack,
g ,_ ,de_
Figure
47.-
Coefficient
of lift as a funcliun
uf angle
of attack.
of lift at the stall angle is the ma.xinmm one may state that the airfoil is stalled has occurred. 0 to past on the the the airfoil stall Figure stall 48 shows angle
Beyond in is angle,
an airfoil Note
raised
from
of attack. slowly
forward
close
to and
Near rises
points the
forward greatly
abruptly.
the the
separated
curve" also.
continues
through
negative an for
a negative
angle angle
however, necessary
will be operating
at a positive
to obtain
68
points Separation c_ = 00
Turbulent
wake
__:,_ = 5
.....
/--Separation
point
moves
Maximum 16.
(Stall _ = angle_
..._._ ___'__
----_
Separated expands
lift
5
Large (Reduced lift turbulent and large _ pressure drag)
"-3
Figure
48.-
Stall
formation.
Figure 49 is a typical graph of the of attack of the airfoil section. Usually, small positive angle at the cd The of attack lower corresponding angles. because
coefficient of drag the minimum drag to a positive nears the stall amount lift
of angle at a
only gradually increase occurring. coefficient near-linear before and The of an aircraft in
angle,
is rapid drag
of turbulent
Since
appears
parameter subject
in the
stability
and
control
and will
Two-dimensional wing compared with three-dimensional in figure 50 is a finite-span three-dimensional (3D) version
69
.O2O
.01C
_--_Minimum
drag at small cr
i -12
i -8
-4 Angle of attack,
4 _, deg
12
Figure
49.-
Coefficient
of drag of airfoil
as
a function
of angle
of attack
section. and is
(2D) length
wing c
in the wing
wind span
tunnel b.
(fig. Thus
43).
The
wing
area
is
S = bc
(24)
This on
is this
also
as
the
planform
If one using 3D
the area,
lift,
drag,
and
free-stream
pressure, wing;
aerodynamic
characteristics
CD,
and
(L = Total
lift
on wing)
(25)
(D = Total
drag
on
wing)
(26)
M C m =_ qSc
(M = Total
moment
acting
on
wing)
(27)
7O
/ /
Particularly
, W:
sinlp]c
;"
//_---
./"
//{_>"
x_in_
hi
VES_
I)ifferenl
IIIGY_IStlFt_d C'tJ'i'P't_ it'ltl._ I)t) I)!P! t'('lli+tiI1 _}1(" 5all/O coeffici_mts
<'{, c(p
cm
CL,
C D,
C m
50.-
Two-dimensic)md for
with c:_pitallzed
lower from
This
is the
notation
used
to distinguish
coefficients. arises: the are been glance lift, Cl, How can one and and out might use experimental on a real, to stream that the tunnel is, CL, NACA finite CD, 2D 3D and the
important
characteristics Or to put
drag, Cd,
so that c l = CL,
freely
problem walls
The
tested
wing
of air.
3D wing
stream
modified
to account
of three-
dimensional
Circulation discussion
the
vortex
_ing.could be
As
was
shown
earlier
in the
of a two-dimen_sion:d
represented
by a free-stream 71
a circulation
of strength
F wing,
of the wing,
there
downward
movement a finite
the wing
circulation
three-dimensionai of Helmholtz, wing, the the vortex the wing hence, have vortices pressure the line tips the
line
cannot Instead,
an infinite
vortex cannot
is permissible
where names
flow
them
the wing
or "wing-tip F. Physically,
same
circulation
formation
of a wing
is for the
wing must
operating become
in figure
gradient wing
between around
of the air
any pressure
parti-
(from exists
of high
to the
the
(See fig.
flow about
stream), outward
an inclined
flow
at the wing
flow direction
there
to the
free-stream
direction
Head-on
view
of
wing
than . _ f
static
pressure .. 1",.
/_-_"
/ / 1 / / / /1
Higher static _-
_'Equal
l]_.._fpre==.re=
\
than free-stream pressure b |
Tip
flow
(b)
Figure 51.-
Concluded.
Flow
over
top
surface
Flow
over
bottom
surface
lll//j ""
i l I I t
;i
I' I
I I I i I l
(a) Figure When is inclined whole tance ces line the air to that leaves from the trail 52.Formation edge of wing-tip of the wing, vortices. the air from the upper result. being cylindrical the surface A strongest disvorti-
surface from
and helical
paths
the wing,
at the tips
to zero up and
at midspan. combine
A short
simplified
picture
distribution
discussed.
I
(b)
Figure
52.-
Continued. 73
Tip
vortex
vortex
(c) Figure An account aerodynamic The called a finite system vortex stant starting because rapidly of the tip-vortex into wing their (which effects 52.Concluded. the modifications of the 2D airfoil
constitutes
3D counterparts. is equivalent shows to the lift of the wing vortex system). vortex Also, (fig. the 53(a)) vortex starting of connew is for
53(b)
the bound
the wing
continually are
influence
the further
they
74
F F
_-_(_.
_-
'rip
vortex
CY C_
(Lef 2 - tairport
when off influence drag) plmm takes it does not lift or
Figure
53.-
Concluded.
back
from
tips wing.
and
they
have
a tendency the
Again,
eventually
of the vortex
directions
system.
vortex from
clockwise, and
vortex rotates
(when
the left
side). two-
bound case.
vortex For
is directly a finite
to the relation
as in the
dimensional
L = p_V_bF where L lift on three-dimensional free-stream free-stream wing span (spin strength) the upflow (or upwash) caused The in front by the of the wing balanced But, that air density wing
(28)
Poo
Voo
velocity
b F
the
downflow
of the
wing
bound cause
vortex.
in the down-
finite-wing influence
into account
(assuming
the
of the
is negligible).
additional
75
_'et'"
"-h'
Rear
view
_'\.
" _,
tf_\
_.._
.....
Downwash
.11,..
"_--,
Upwash
ahead
of
airplane
_.JqBound
vortex
v/
Downwash
behind
the
airplane
Figure
54.-
Vortex
flow
effects.
that
upwash
and
downwash
are
and the tip vortices. can see that, for an observer downwards upwards path (this fixed in
within air
the vortex
system
is moving system
is called is
outside
is moving
(this
an aircraft pattern
vortex
very it.
tendency
not effective
tendency,
the pilot
or in a violent
case
are
by the speed
take-off
and landings is
of jumbo is operating
at high that
lift for
coefficients a 0.27 MN
Agency
has
shown
I I
I //
i
,
"',.
_
J,
I
_
_
n .......... k Downwash
_
[ .L
"
-__-_
f /sL_._.-------"_
Very ride
across vortices
turbulent in flying
] I
/_
in tip vortex t,
/ /
in tip vortex
Figure vortices approach craft flying 1964 and traced greater especially The create per ally, may extend
55.back per
around
an airplane. and the that 90/sec. incidents downwash light Between could much aircraft be may air-
a small
a vortex
at rates
to this
this,
separation during
times take-offs
the large
jets
tip vortices
contribute
field requires
behind
the wing.
To
or power.
to induce known
as induced effects.
be noted
is an ideal operating
fluid
effect
(taken
together
if generating
lift and
a circulation
Aspect
or
ratio
Wing
(_.9b)
77
For the
special
case
of a rectangular
wing
S=bc so that AR = b = Wing c Chord for a rectangular has wing. a high aspect span length ratio is a measure with of the a short slenderness stubby wing of a wing; of low aspect (30)
Aspect ratio
a long
compared
this
in mind,
return
to the
case
shown
in figure say
50. it has
2D wing
is the
aspect
aspect
by equation
56 shows
of attack effect.
is obtained
for the
one wants
to get
the same
lift
from
the finite
wing fig-
as
or namely, of attack
C L = c l. wing
From
of the finite
by a small
amount
= a2D
in angle downwash
in changing
relative
w Vo_ It may wing 2D drag be stated coefficient that the drag coefficient drag for the coefficient finite or 3D wing is the infinite-
(32)
plus
the induced
CD = c d + (CD)induce
(33)
78
Infiaite
aspect
ratio
Finite
aspect
ratio
I I
,
Angle zero of lift
I
iO3D of attack,
I
_a2D Angle
56.-
Effect drag
of aspect coefficient
ratio
coefficient) to get d e C L.
to the comes
ratio
to achieving induced
an ideal drag
minimum Thus
(e = 1).
is proportional
CL 2.
(CD)induce
d = KCL2
(34)
where
is related
ratio
and the
efficiency version
factor. of a 2D wing slightly. will give This and, data the same in
To summarize lift angle yields coefficient of attack an induced It is important represents. If one
(C L = c/) only if its causes drag an increase coefficient. not to confuse converts the
is raised drag
increase
coefficient
coefficient to actual
coefficient
one finds
79
inversely
b 2, and
proportional
to (1) the
span
efficiency squared
span squared
velocity induced
Methods NACA 3D wing corrections may the b fact and drag ponent the
drag.-
From to obtain
2D wind-tunnel if proper
would
as possible
the least
drag.
From to
span efficiency (or aspect points relatively at those since ratio up that
factor
as possible,
(2) increase
induced
drag since
speeds
(cruising
it constitutes (take-off
about
5 to 15 percent
At low speeds
factor design.
span are
be conwings.
Figure lift
57 shows
rectangular wing
at the is that
same
same
area.
The wing.
difference
the wing
second
is twice
that
drag.
But the
with
span being
idealized
In fact,
as figure
58
of first
pl_e
Figure
57.-
effect
on induced and
drag same
for
airplanes
having
same
wing
area,
coefficient,
dynamic
pressure.
80
illustrates, wings. wing requires There essary formance. characteristics, categories planes with ratio of _.
that
must
rely
on high become
do have factor.
very A very
long
slender
thin long
to support
of increasing the advantage ratio on factors other would such factors. give
necdue
to smaller
A compromise also
optimum capacity,
dependent
as fuel
control
show
sailplanes ratio
of 15 or more, fighter
an aspect
of about
supersonic
with
an aspect
HP-8
(1958)
Figure Another tanks ing wing as shown the formation span interesting in figure way 59.
58.-
High-aspect-ratio induced
of reducing This
the same
Normally,
not used
valuable
methods. further at methods For of reducing a general the size induced wing, drag, it is necessary sections may may change; and to vary in
along
or chord
second, the
along the
lastly,
angles
sections terms
wing.
variations
now considered. length and thickness wing as one proceeds tip) so that the
from airfoil
geometrically
similar.
60(a).)
81
Tip
plates
inhibit
tips
_ v Loe
_ k_
_iPw ta_kuSt
Figure
59.-
Tip plates
and
tip tanks.
ileduction in thickness airfoil thickness ;lnd sections charltte Thickness Ch,)rd = Constant Reduction in chord length - airfoil sections sinnlar
(a) Planform
taper. Figure 60.reduction tip section fig. 60(b).) Planform of only this and thickness the airfoil's reduction remains
taper.
The
chord
taper. inverse
and thick(See
and wider
than
the inboard
82
__. _.
(c) Planform
and thickness
taper
in planform
and thickness.
are
given
twist
so that toward
the
angle
varies
along
the
span.
in angle of attack
of attack toward
the wing
washout Geometric
tip is called
aerodynamic
by using
along
lift distribution
(fig.
efficiency
to 1 as possible. of methods
Same used Root s e c ti o n _< NACA
spanwise distribution
sections
are
to modify
_
throughout
...."_tk\ _o_x\\\\
/ _'/positi"
ve _
used
throughout
\ Neg.ative
"-I../
(a) Geometric
twist.
These methodsinclude
figure and/or all 62(a) for the methods. aerodynamic
taper which
to obtain is remarkably
an elliptic elliptic; or
planform
as shown
in twist of
Spitfire twist
elliptic
lift distribution;
of these
An elliptical point This there efficient cant. does of view is used are This fall The induced cates data as the
planform
and
is costly.
Of course, untwisted
from wing.
the
plane
Surprisingly, nearly as
elliptic
so that
induced wing
be insignifi-
result
be traced
approximates of production
an elliptical
at the
point a good
in minimizing presents
formation shape,
minimizing
Taper is discussed
of greater
importance
when
the
problem
of stalling
Aerodynamic One of, for want increases brakes. well think of the most fascinating term, subjects "aerodynamic drag such
Devices of flight is the vast number to achieve and dive might opening "coming for all of
of a better or decreases
wing
With that
hanging
on a wing, art.
traveler slats
of modern combined
and
with a visual
inspection
safety
and economy
It is in the a speed
interest
of safety one
at as low to is
as possible. Consider
But also,
a near-level For
in which (take-off
airplane
(L = W).
speed x.
wing
From
equation Vmi n
some
manipulation,
solving
velocity,
yields
84
complex induced
drag
(a) Elliptic
wing
Supermarine
Spitfire
Mk. I.
q/
Low induced drag Aero Commander 100
(b) Untapered,
untwisted
wing.
tip shape drag) corner
Sharp
corner
(c) Good
The
density
the wing
S.
are
The
maximum
may
of a
thus
at a higher
of attack
before
occurs
85
Slat
Slot
(a)Slat.
|/ I
angle
with _'_stall
, rIncreased slat _/
Angle
of attack,
aerodynamic Slat-slot
effects. operation.
63.-
x value. A curve showing C L as a function of airfoil is given in figure 63(b). Notice particularly than the stall angle, the airfoil lift curve is relatively
for the normal and the that for angles of attack unaffected whether the slot
or closed. are two types of slots slat it creates rocket fixed and automatic. a fixed drag the distance The fixed from slot is selfIts a
II designed slot
automatic
depends
on air
pressure
at high angles of
against slot. the Its One airplane reduced wing main main must
attack leading
of attack speeds
the
slat
weight, of slots
created. promotes
The
in an extreme
visibility.
slot
Me-163
Figure F_.llaps.- Flaps wing change flap same area, is one shaped or both. shape method airfoil in the may of the be used airfoil
64.-
slots. maximum coefficient 65(a) shows lift coefficient, may camber. The increase by a and the The for the trailing-edge airfoil camber. than entire angle to the reduces that the
A change
in the maximum
be realized
or by increased Figure
a normal
position flap
simple
range. unchanged
is shown that
the stall
from
unflapped obtained.
is opposed airfoil
stall slot
was
the
in high landing
87
Inc reased
(a) Flap.
CL CL,ma.x flapped CL, max normal airfoil Simple flapped _- Normal airfoil-_ airfoil
////
(b) Flap Figure 65.-
Angle
of attack,
aerodynamic Simple
effects.
flap operation.
Increases 1) 2) camber wing area
Closed
position
(a) Fowler
flap.
Slot-----_
slotted 66.-
flap Types
of Boeing of flaps.
737.
88
Figure 66(a)shows a Fowler flap which is hinged such that it can move back and increase the airplane wing area. Also, it may be rotated downto increase the camber. A very large increase in maximum lift coefficient is realized. There are many combinations of slots andflaps available for use on airplanes. Figure 66(b)showsthe arrangement on a Boeing 737airplane which utilizes a leadingedgeslat and a triple-slotted trailing-edge flap. This combination is a highly efficient lift-increasing arrangement. The slots in the flaps help retard separation over the flap segmentsand thus enhancelift. It may also be notedthat flaps in an extreme downposition (50 to 90o) act as a high-drag device andcan retard the speedof an airplane before and after landing.
Boundary-layer control.boundary-layer control. The boundary kinetic nar layer energy to the a longer boundary distance Another method of increasing CL,ma idea is to either remove the low-energy by high-energy directly. the airfoil, Both delay flow from of these separation, above layer over methods and x is by segment of the a lamia
flow for
one to get
larger shown
angle of attack before stall occurs, and to be one means of passing high-energy The low-energy in figure backward boundary 67(a) facing holes layer or slots may air
be sucked may
or holes boundary
as shown through
or high-energy
be blown in figure
Boundary by
as shown
suction
(a) Suction
of boundary
layer.
/_--Add
layer air
layer. control.
89
Spoilers.- Spoilers are devices used to reduce the lift on the airplane wing. They may serve the purpose as on gliders to vary the total lift and control the glide angle. Or on large commercial jets they may be usedto help the aileron control by "dumping" lift on one wing and thus help to roll the airplane. Also, on landing, with spoilers up, the lift is quickly destroyed and the airplane may quickly settle on its landing gear without bouncing. Figure 68 showsthe spoiler arrangement on a Boeing 707wing.
//
?- Spoi, rs op;
Figure Dive speed. in a dive, separation speed-brake Stall operating order. adequate spin root tions after section should brakes.Dive slowing aerodynamic and increase (or speed) down quickly brakes
Use are
ol spoilers. used in airplanes for to control after descent landing, a large aircraft or
approaching
a landing, they
promote a civilian
the pressure
69 shows
arrangement characteristics.-
arrangements. considerably on
concentrated
near or at the stall A wing should possess warning a stall. first be the "dead of the This and last air" stall,
CL,ma x. A further stall characteristics is gradual, by "forcing" the wing ailerons the and the tips. remain
word about stalling is in so that (1) the pilot has (3) there stall The is little tendency wing-tip to sta-
let it progress
toward
effective
in a turbulent
of twist,
namely
washout,
is often
9O
Fokker
F-28
Speed
brakes
Speed
brakes F-105D
open
x.
_-..___ _ _ F-IOOD Speed bra.ke
Figure
69.-
Dive
(speed)
brake
arrangements.
that
the
wing-root
reaches
the
stall
angle are
first.
(See favorable
fig.
70(a).) ones
Also,
airfoil
sections stall
with gradual
more
than
with quick
stations controls.
turbulent This
flow from
the wing
strikes stall
the
tail-
warning attitude
a gradual tendencies.
stall
on both wings,
a level
Total Up to now the shown and and that three drag acting are
Drag
of Airplane has been considered. drag, of many airplane It has (2) pressure other been drag,
wing
components drag.
Of course, a total
components drags 91
will introduce
of its own.
component
V_
..
J/iHtEIA.oo<
and wing
stall.
Note
that angle
stalled
region
moves
tip as wing
of attack
increases.
_ACA
651-212
/__
spread
out"
-\NACA 64,-,18
i
(b) Gradual Figure 70.Stall include (4) drag stores, aircraft are (1) drag of wing, wing flaps, (2) drag gear, of nacelles, (7) drag (5) drag of landing and sum (8) drag of the aircraft, These component drag one
Wing
angle
of attack
stall. characteristics.
of tail
surfaces,
of engines, the
When
a complete
hence, change
effects drags
is called
(Drag)l+
2 = (Drag)l
+ (Drag)
2 + (Drag)interference
92
Generally, interference drag will addto the componentdrags but in a few cases, for example, addingtip tanks to a wing, total drag will be less than the sum of the two componentdrags becauseof reduced induceddrag. Interference drag can be minimized by proper fairing andfilleting which induces smooth mixing of air past the components. Figure 71 showsa Grumman F9F Panther Jet with a large degree of filleting. No adequatetheoretical methodwill predict interference drag; thus, wind-tunnel or flight-test measurementsare required. For rough computational purposesa figure of 5 percent to 10 percent can be attributed to interference drag on a total aircraft.
(
F9F Panther Jet
Figure Small they craft changes items also reduce War add to the the aircraft's II and shows are total
71.aircraft
Wing
fillets. and although 72 shows coefficient seemingly a TBF as these trivial, Avenger small air-
drag
Figure in drag
accounted
from
War of the
II.
Shown is the
coefficient engines
over
shielding of polished
surfaces
reduction been
of this
introduced
be obtained is dependent
by flight
accuracy and
on flight-test data.
equipment,
nique,
evaluation
of test
93
(National
Advisory
Committee
for
C D at C L Condition 1 2 3 4 Airplane Flat Seals Seals gaps Exhaust Canopy sealed plate Airplane completely removed from from replaced removed, arresting-hook and turret leaks 0.0222 and openings 0.0223 trailing antenna tube 0.0227 leak seals removed 0.0230 0.0234 0.0236 0.0237 0.0251 gaps 0.0260 0.0264 change .......... configuration = 0.245 sealed from and nose air hinge-line 0.0203 stacks fairing 0.0211 exits faired 0.0183 0.0189 0.0199
1 2 3 4 5 6 7 8 9 I0 11 12 13
0.0006 0.0010 0.0004 0.0008 0.0011 0.0001 0.0004 0.0003 0.0004 0.0002 0.0001 0.0014 0.0009
removed removed
flapped-cowling cowling-flap
turret
Leak seals removed cover plate, and Leak seals removed and miscellaneous Fairings Wheel-well Seals over
from shock strut, wing-fold axis from leak bomb-bay doors seals removed removed
catapult
hooks
cover
plates
removed
removed
from
tail-surface
14
0.0004 0.0081
94
Component Wing ............................. Fuselage ........................ rail surfaces .................. Engine and radiator ......... Appendages .................... Induced drag ...................
Percent
drag
j
Figure
.10
S
73.Typical fighter-drag breakdown.
.0_
Wright
-"
.06 _
_hers
_9
.04 B 17
St, .O2 -
o
1900
I
1910
I
1920
I
1930 Date, years
I
1940
1
1950
I
1960
I
19q0
Figure
74.-
Decrease
in airplane
drag
coefficient
with
time.
95
Propellers Propellers.into the thrust per force. second a spinning air, propeller stood The propeller This times thrust the converts is equal added while
and Rotors the turning mass imparted was power of air to this at rest of an engine's forced air. backward If one has crankshaft by the ever this
to the
velocity
behind
on the ground,
backward
moving
a variety
of propeller blade
producing may
which the
of this
discussion,
propeller motion
blades of the
force
opposes
engine rate
on it. torque
rotates propeller
at a constant torque.
determined
Two-bladed Beagle
propeller Pup
oa
Three-bladed Me-109G
propeller
on
Four-bladed
propeller B-29
on
Eight-bladed
propellers
Figure 96
75.-
Various
propeller
configurations.
Direction
of
rotation
_'rhrust
T
Figure
76.-
Thrust
and
torque
of a propeller.
77 shows, vary
the
blade tip
consists to the root the respect sum (See rotation velocity fig.
of a set of the
sees
only with
it sees
which
the
vector
free-stream angle helix varies than between angle from the or the root this
approaches
oncoming 90 .
free-stream
velocity
obtain
an relative
blade total
is
at
an
angle proand
of
is the 78(c).
of the is known
in figure
as
blade blade in
A propeller and angle. The blade blade, (adjustable propeller). angle the root
blade sections
with angles
the due
sections
with
in main
to the
increase
is
also
called
the
pitch
angle. or
This may be
pitch
angle
may
be
fixed on the
for
propeller, controlled is
adjustable in the
by hand air by
of a propeller
divided
97
_ections
v--" Propeller
Figure
77.-
Propeller
blade
sections.
a,
denotes
angle
of attack
of airfoil
sections.
Wing
7 3
fixed
to
airplane
fT'U
Blade
(b)
5
/9
Angle of attack----_ .z_ _x /_#angle -Tntai a.ng[e blade angle or pitch angle of blade
and
would
desirably is
be
as
close to the
of one
(or
100 and
percent) for
as
The
proportional
maximum uses
an airplane high
low
of attack) and
revolutions per
minute. This
A coarse effect
pitch
cruising
revolutions
illustrated
in figure
79(a).
I I I
I I I I II
I] ! I
I I
I I I I I
l I % I \I
l t I I o
I / /
I I
I
f I
I _ _ _ 1\ \ I I / /
I I
4-
fl
I_I
...//
_'X
2/
'rake- off
(high) flight
(a) Pitch
control.
(brake)
- propeller
stopped
fi_"
.q q_'_'_'_''_:'_ _
Negative
thrust
(b) Feathered
(c)
Landing
brake.
may
be edges
feathered of the
in flight. airfoil sections propeller 79(b).) 79(c).) angle an airplane, The mission rounded blades Some In this
means alined
that
the
are
so that
to the
damaging have
and pitch
to
negative
thrust
is
obtained
of attack. is overall to be tips. are influenced shape performed. For used. high is by many factors, by speeds larger some comprothe paddle-
cause is
largely
blade blades
slender more
with propeller
99
The wards. tailplane. mental this larger. effective surfaces This may and
slipstream
air
backand
It is a cylindrical The some that The fact that beneficial. the drag
fuselage some
important
effects
detriflow;
means
fuselage, over
tailplane,
slipstream
control are
surfaces square
dependent
on the cases
moving
of taxiing
the free-stream
motion
of the
however, have
causes
to strike and
the
tail-
plane
at an angle may
an effect The
stability rotary
control of in
in a later
effects
of the
motion
(spinning form
directions). device.
80 shows
used
this
of a thrust-
Douglas
XB-42
Lockheed
XFV-I
VTO
Figure 100
80.-
Contrarotating
propellers.
For vary
the
rotor Figure
is the
airfoil
and are
long and
the design.
a different used
number
of blades. that
the heavier
to reduce
the load
81.-
Helicopters
blade blades
propeller, the
between of the
blades
(collective
pitch)
individually
(cyclic
pitch).
101
Collective pitch changes the pitch of allblades together and with changes in engine power settings,produces the lift necessary for the helicopter to take-off,hover, climb, and descend. Cyclic pitch is controlled by the swashplate of the rotor head which allows the pitch of individual blades to vary as they rotate about the hub. fly forward, the swashplate is tiltedforward. ward position lift is reduced, (toward and the the direction its flight path of flight) descends. When a pilotwishes to
As each rotor blade approaches the forof its As the cycle, blade path its pitch decreases, to the The lift vector rear, net the blade the pitch effect is rotated is
rotates ascends.
blade rotor
the total
to the
rotor
the
in the opposite
is accomrotational tend-
It provides
by controlling
of the tail
the heading
of the heli-
be controlled.
/._
i
Thrust
Axis
of
rotors
V_
Figure
82.-
Helicopter
forward
motion.
102
V. TRANSONIC FLOW Up to this point the airplane was considered to be in motion at subsonic speeds. The air was treated as thoughit were incompressible and a study of the aerodynamics involved using this simplifying assumption was made. As the airplane speedincreases, however, the air loses its assumedincompressibility andthe error in estimating, for example, drag, becomesgreater andgreater. The question arises as to howfast an airplane nmst be moving before one must take into accountcompressibility. Oneimportant quantity which is an indicator is the speedof soundof the air through which the airplane is flying. A disturbance in the air will sendpressure pulses or wavesout into the air at the speedof sound. Consider the instance of a cannon fired at sea level. An observer
situated the sound can easily cannon away some wave distance is heard the from speed the the cannon pressure will see the flash almost time instantaneously later. The him between but observer and the out 83. (or the wave is felt) some
compute
of sound sound
it takes
disturbance as shown
propagates in figure
in an expanding in figure
it depends standard
upon
the
absolute speed
conditions
(T o = 288.15 where
of sound
of 15 kilometers m/sec.
to 216.7
is only 295.1
This
difference
an airplane therefore,
speed of sound at a slower effects sooner. flying well below pulses these the
up against
speed
of sound
creates
flow
pulses time
and closer the time arrival speed which The through and forces
84(b))
in front of the
the air
a warning
time.
At the
speed They
of sound merge
(fig.
together line
ahead in
of change
no warning system.
impending
approach for
shock those
the airplane
aerodynamic
experienced
103
Time
= t
0
Distance D
_Direetion
of
Time
= tB is heard
I BOOM
A
of sound = Distance Elapsed D time
Speed
83.-
Speed
of a disturbance. of the airplane relate the degree speed to the speed that Mach, air an flight numbers name in 0.8 used of
of the that
In other
Mach
number
numbers
one,
flow,
supersonic
Mach
numbers
of speeds about
Mach describ-
Transonic
presents
as neither
equations
flow nor
those
describing
supersonic
flow may
be accurately
applied
to
104
/-
Pressure move
pulses away
Disturbanee__
f tom
sour
Pressure ce
i_
Disturbance
at
rest
\\ _
_/_
pulses disturbance
(a)
Zero
and
low-speed
disturbance.
Shock-wave
Pressure pulses cannot outrace disturbance - air in front has no warning of particle (or airplane) approach
(b) Nearing
Mach
1. 84.Shock-wave formation.
(c) Mach
1.
Figure
f/fil/1Utl//fl
Subsonie/J
._ransonie
..{{_: _i{i::ii:
.8 1.2
3 Maeh number
Figure
85.-
Flight
regime
terminology.
105
these
definitions
in mind,
one
may
in a little
more
detail
the
to be in motion skin-friction
at subdrag,
to lift). drag
increase
in the total
distribution. at these matter, high any of shock into speeds is called wave rises drag. The
part
and large
in thrust unstable
necessary formation
to obtain
in speed.
transforms
energy
the of the
coef-
of the airplane formation however, the variation at transonic and the and
is greater general
because
flow instabilities. and wing speeds drag composed The drag represented coefficient However, (even
The
a supersonic
flow has
estab86 total
coefficient with
Figure The
coefficient
into two categories: drag to lift) shows provide early speeds. and less higher show
drag
composed
(or pressure-related) drag "sound (drag barrier" must In the to higher decreases, toward may due
lift and
to lift.
thrust
of tranOnce past is
flight,
regime,
thrust
supersonic a decrease).
though
"Sound
Barr[er"-__
r\ / \ / ?o
\\ \
"_
]/ _._. ........
/ Due 2_ .......
l coefficient wave
drag
.=_
0 Mach number
1.0
Figure 106
86.-
Variation
of wing
drag
coefficient
with
Mach
number.
There is a famous little story, untrue of course, of the pilot who flew his plane beyondthe soundbarrier andthen got trapped there becauseof insufficient reverse thrust to get back below the speedof sound. Another case of perpetual motion. It is a large loss in propulsive energy due to the formation of shocks that causes wavedrag; figure 87 showsthis shock formation about an airfoil. Up to a free-stream Mach number of about0.7 to 0.8, compressibility effects have only minor effects on the flow pattern anddrag. The flow is subsoniceverywhere (fig. 87(a)). As the flow must speedup as it proceeds aboutthe airfoil, the local Mach number at the airfoil surface will be higher than the free-stream Mach number. There eventually occurs a freestream Machnumber called the critical Machnumber at which a sonic point appears somewhereon the airfoil surface, usually near the point of maximumthickness and indicates that the flow at that point has reachedMach 1 (fig. 87(b)). As the freestream Mach number is increased beyondthe critical Mach number andcloser to Mach 1, larger andlarger regions of supersonic flow appear on the airfoil surface
(fig. 87(c)). In order for this supersonic flow to return This loss of heat. be presented engine exceeds For to subsonic flow, it must pass by an an These where, airflow the wave the shocks due to curmust drag shock. of the for a through increase expenditure appear vature decelerate increase In fact, boundary large a shock (pressure discontinuity). that is, a production which (wing, Mach (fig. may of velocity This heat is accompanied represents drag. etc.)
as wave nacelles,
anywhere
of sound
transonic
would interacts
be estimated with
a loss layer
through a separation
layer
behind
shock.
condition
accounts
increase The
is known number
free-stream markedly
required
to produce
in airplane
If an airplane
an engine number.
by the
designed
indicated later
because
goal.
be explained
how success
proper Figure
redesigning. 87(d) large Mach shows regions number airfoil the are character of the flow at a free-stream flow and the 1, a bow shock flow. and the The flow shocks appears begins are Mach very number strong. the airfoil itself parclose At
in supersonic than
greater
around to realine
of the body
surface
shock-induced
separation
is reduced.
107
Shock (leads
point(M=
1.0)
0
Subsonic Subsonic flow everywhere (Critical Mach number)
Subsonic
(b)
(a)
Subsonic
Subsonic
A
M_ = .95
\ Subsonic
s
\.Bows.ock /
Supersomc , wraPoSs_en_/// /
(d) Figure This condition than forces shock results transonic in lower flow and drag there 87.Shock formation. Supersonic theories flow is more that flow, and forth can predict the wellthe aero-
Often, may
flow is unsteady the surface, pulsing the pilot occurred design, through or loss of
along
surface. The
unsteady
controls. barrier.
especially however,
to probe
the sound
With where
proper flying
gradually
evolved
to the point
the transonic
region
or no difficulty
in terms
of wing
buffeting
lift(fig. 88(b)).
108
"_---------M>I
(a) Total
aircraft
shocks.
e,
$
h_
F-84 0._
(1949)
X-15
(1964)
i- _ F-100
f e_
(1954)
.=
0.4
e.
b_
x 0.6
i 1.0
I 1.2
(b) Improving Figure The question value really engine delaying Mach closer suggests thrust number (1) Use (2) Use as to whether 88.one
transonic
flight.
characteristics. the drag-divergence aerodynamic velocities drag. There with are designs. the same Mach number What this available of ways of to a
subject
encountering wave to 1). airfoils of the wing wing layer drag These
a number the
the transonic
(or equivalently,
increasing
drag-divergence
forward
or back
of boundary
and vortex
generators
109
(5) Supercritical These methods Thin portional is used, foil. appears of using subsonic tural shows the (fig. are
and
area-rule
technology individually.
rise
associated ratio
pro-
of the around
If a thinner those
section airpoint
speeds may
for the
Thus,
free-stream
number Mach
before
a sonic The
number. of lift
are
produced) fuel
range members,
and they
support the
armament used
than
Figure
three
speeds 89(b))
the thickness-chord to achieve As a result, were the the minimum landing among
penalized
with low subsonic high and the effect the drag landing of using divergence
of this
airplane Figure
common
on the is delayed
transonic
in particular,
Sweep: reduce shock reduces confirming One section (t/c the waves the
It was effects
sweep the
may
delay
and
formation
of the it
number.
Additionally, data
numbers. from
91 shows
experimental
as a wing effect
is swept
of sweep. airfoil
may
of sweep 92(a)
In figure
approaching is now swept airfoil chord section number delayed results. sweep speeds. A major wing, roots II0 has sections has
section. ratio
angle are
the wing
maximum
been
using situation.
a thinner
as the
in which and
Mach
appears)
employing
disadvantages,
and handling
characteristics
at low
disadvantage layer
of swept
wings
is that toward
the the
will thicken
In the case
of sweepback,
is an early
and
Chord
P-51
(1940' s)
Thickness
_-r
_ZZZZzzz_-
F-86
(1950' s)
T (a) Changes
Very
F-104
(1960' s)
in airfoil
thin wings
sections.
t/c =
.18
t/c= .o6
I
0 Mach A .5 number I I , I , i i 1.0
Figure
90.-
Effect
of airfoil
thickness
on transonic Mach
drag. number.
Lift = 0;
q = Constant;
MUD , drag
divergence
III
0.10 0 Sweep
10 1/2 Sweep
0.05
40 Sweep
I 49 1/4 Sweep
.7
.8
Figure
91.transonic
Effects drag
of sweep coefficient.
on wing
Chord
v_
[-
Chord
swept
Figure
92.-
Sweep
reduces
effective
thickness-chord
ratio.
112
Figure 93.- HFB 320Hansa Jet with forward sweep. stall of the wing-tip sections andthe ailerons lose their roll control effectiveness. The spanwiseflow may be reducedby the use of stall fences, which are thin plates parallel to the axis of symmetry of the airplane. In this manner a strong boundarylayer buildup over the ailerons is prevented. (Seefig. 94(a).) Wing twist is another possible solution to this spanwiseflow condition.
Stall
fence
Wing
(a)
Mig-19
__.....-%_
Vortex
generators
(b)
Figure
94.-
Stall
fences
and vortex
generators. 113
Low aspect ratio: The wing's aspect ratio is another parameter that influences the critical Mach number andthe transonic drag rise. Substantialincreases in the critical Machnumber occur whenusing an aspect ratio less than aboutfour. However, from previous discussions, low-aspect-ratio wings are at a disadvantageat subsonic speedsbecauseof the higher induceddrag. Removal or reenergizing the boundarylayer: By bleeding off some of the boundary layer along an airfoil's surface, the drag-divergence Mach number can be increased. This increase results from the reduction or elimination of shock interactions betweenthe subsonicboundarylayer andthe supersonic flow outside of it. Vortex generators are small plates, mountedalong the surface of a wing and protruding perpendicularly to the surface as shownin figure 94(b). They are small wings, andby creating a strong tip vortex, the generators feed high-energy air from outside the boundarylayer into the slow moving air inside the boundarylayer. This condition reduces the adverse pressure gradients andprevents the boundarylayer from stalling. A small increase in the drag-divergence Mach number can be achieved. This methodis economically beneficial to airplanes designedfor cruise at the highest possible drag-divergence Mach number. Supercritical and area-rule technology: One of the more recent developmentsin transonic technologyanddestined to be an important influence on future wing design is the NASAsupercritical wing developedby Dr. Richard T. Whitcomb of the NASA Langley Research Center. A substantial rise in the drag-divergence Mach number is
realized. (supercritical arated same tion boundary Mach Figure 95(a) beyond layer. The shows the a classical critical 95(b) has Mach shows airfoil number) operating with near the Mach 1 region and sepits associated airfoil which edge. Mach shocks operating delays the
Figure airfoil
at the formathe
a flattened closer
and strength
shocks
to a point
Additionally, number
decreased. a major
is delayed airplane
increase
in commercial
curvature
of a wing
gives
the
wing
its lift.
main same
airfoil
as shown airfoil
in figure high
96.
by using cruise
permits
Mach
divergence without
numbers, penalty.
permits structural
a drag speeds.
permits
at lower
(a) Classical
Weak shock _Smaller
airfoil.
separated
boundary
layer
(
(b) Supercritical Figure 95.Classical and airfoil. supercritical airfoils.
(
_M
cruise
15"{
r_ _9
Thickness-chord
ratio
Figure Coupled Dr. Richard to supercritical T. Whitcomb airplanes area the and
96.-
Two uses
is the
Research
in the early
transonic
later
applied states
ruling
cross-sectional
area
longitudino abrupt
length.
if a graph is smooth.
against
the resulting
If it is not a smooth
then the cross section is changedaccordingly. Figure 97 presents the classic example of the application of this concept- the Convair F-102A. The original Convair F-102A was simply a scaled-upversion of the XF-92A with a pure delta wing. But early tests indicated that supersonic flight was beyond its capability becauseof excessive transonic drag andthe project was aboutto be canceled. Area ruling, however, savedthe airplane from this fate. Figure 97(a) showsthe original form of the F-102A andthe cross-sectional area plotted against bodystation. Notice that the curve is not very smoothas there is a large increase in cross-sectional area whenthe wings are encountered. Figure 97(b)showsthe F-102A with a coke-bottle-waist-shaped fuselage and bulges addedaft of the wing on each side of the tail to give a better area-rule distribution, as shownin the plot. The F-102A was then able to reach supersonic speedsbecauseof the greatly reduced drag andentered military service in great numbers.
Bulges
at
rear_
/-Indent.fuselage
Ideal _ /Actual
Nose
Body
station
Tail
Nose
Body
station
Tail
(a) YF-102A
before
area
after
area
ruling.
concept numbers
0.99.
In addition
configuration
obtained
resulting indicates to a
cross-sectional
and delayed
ll6
--'-_-. e_
/--
Completely
smooth
surve
o t
/
I
\
%
/
Figure
/
Body station
\
Near-sonic
\
area ruling.
98.-
transport
117
118
VI. SUPERSONIC
FLOW
previous
discussion
has
centered
mainly Many
rise also
proper applicable
design,
in designing
to fly with
drag
regime. returns will exist to the discussion of shock Mach formation, numbers a cone Figure increasing there (fig. above in shape it was 1.0. shown (See that fig. cone) that the a bow 88.) In as it Mach
for free-stream
is in reality
(a Mach
99 demonstrates Mach is subsonic 100) has swept at still edge numbers. flow
becomes wing
increasingly back
is swept
behind
the
A delta area
wing
angle
than
experienced cone
of even rapidly
causes
and,
in fact, the
a straight
or delta
Sweepback supersonic dominant. high flaps. which cruise, This a measure straight-wing configurations swing-wing better airplane ical than angles The wave They
used
however,
of attack straight-wing
these
an airplane
or swing-wing.
Figure
102 shows
number
respective
total
major sweep
is the
advances
solving
these
Figure
a variety
of modern
airplanes
employing
a swing-wing.
119
wings thin
at wings
speeds, area
drag
minimized
slender, distribution.
cambered
drag
and
improve
Conical
bow
shock
M_=
1.3
F-100D
Conical
bow
shock_
1_=
Figure
99.-
Mach
cone
and
use
of sweep.
120
F-106
Figure
100.-
Delta-wing
airplane.
wing __ Straight
Swept ', /
St raight-wi ng
Swept-back advantage
__
J
1.0 1.5 Mach number
I
2.0
Figure
101.-
Wing
design
drag
coefficients
as functions
of Mach
number.
121
25
2O
15
2.0
3.0
Figure
102.-
Variation
of
(L/D)ma
with
Mach
number.
Variable
sweep
airplane.
,_'l,-Ji
_::!
Mirage
III
F-14A
Figure
103.-
Modern
variable-sweep
airplanes.
122
The SST On June 5, 1963in a speechbefore the graduating class of the United StatesAir Force Academy, President Kennedycommitted this nation to "developat the earliest practical date the prototype of a commercially successful supersonictransport superior to that being built in any other country in the world .... " What lay aheadwas years of development,competition, controversy, andultimately rejection of the supersonic transport (SST)by the United States,and it remains to be seenwhether the British-French Concordeor Russian TU-144 designs will prove to be economically feasible andacceptableto the public. NASAdid considerablework, starting in 1959,on basic configurations for the SST. There evolved four basic types of layout which were studied further by private industry. Lockheedchoseto go with a fixed-wing delta design; whereas, Boeing initially chosea swing-wing design. One problem associatedwith the SSTis the tendencyof the noseto pitch down as it flies from subsonic to supersonic flight. The swing-wing can maintain the airplane balance andcounteract the pitch-down motion. Lockheedneededto install canards (small wings placed toward the airplane nose (fig. 104(a))to counteract pitch down. Eventually, the Lockheeddesign useda double-delta configuration (fig. 104(b))and the canards were no longer needed. This design proved to have many exciting aerodynamic advantages. The forward delta begins to generatelift supersonically (negating pitch down). At low speedsthe vortices trailing from the leading edgeof the double delta (fig. 105(a))increase lift as shownin figure 105(b). This meansthat many flaps and slats could be reducedor done awaywith entirely anda simpler wing design was provided. In landing, the doubledelta experiences a ground-cushion effect which allows for lower landing speeds. This is important since three-quarters of the airplane accidents occur in take-off andlanding. Figure 106showsthe British-French
Concorde wing called and the Russian wing. flight. TU-144 It, too, prototypes. uses They use a variation concept of the double delta in the ogee subsonic the vortex-lift for improvement
low- speed
I i
(a) Lockheed
double
delta.
123
(a) Vortices
on double
delta
wing.
Angle
of
attack
(b) Lift Figure Ultimately, U.S. from Boeing 105.with Figure designs. design cruise further advantages
coefficient Lifting
due to vortices. of double was delta wing. as the winner design to meet the Boeing originally airline of the derived payload
evolution airplane
of the
2707-100
ratio the
6.75
quoted
a swing-wing Because
technologimech-
cal advances
in construction
in time.
of the
swing-wing
124
Russian
TU-144
Figure
i06.-
British-French,
and Russian
SST airplanes.
Model
733-197
Model
733-790
Model
2707-100
Y
I '
Model
2707-300
Figure
10'/.-
Evolution
of Boeing
anisms
structure Boeing
due to engine
placement,
incurable
problems
in reducconcept. economic,
tion of payload Figure and environmental While continuing Concorde M = 2.7, design
107 shows
TU-144 United
Whereas, cruised
a cruise
are being
analyzed. 108.
tested
NASA
Langley
Center
is shown
in figure
Figure 126
108.-
Langley
advanced
SST design.
Boom facing any supersonic boom, flying one transport must return is
to as the of the
sonic
to a description A typical one plane. as shown. above pressure place off the airplane tail
shock-wave
an airplane
supersonically. (bow shock) leading from to be "N" and edges, the airshaped
waves with
wing distance
engine
pulse pulse
changes is felt
appear
To an observer pressure
followed
recompression or less
total
in one-tenth
of a second
as a double
or boom.
decay and
Overpressure
-Underpressure
"N"
shaped
pulses
Figure 109.- Sonic-boom The such spheric sonic boom, angle or the overpressures of attack, altitude, conditions, with increasing with increasing that
generation. them, area, angle and are controlled Mach number, in figure and crossand then by factors atmo110, the
cause
as airplane turbulence,
atmospheric
increase
increasing
Mach
number. 127
1
f
6
Angle of attack
O9
0 Cross-sectional area
Altitude
Mach
number
110.-
Factors
sonic-boom the
may
in fact
overpressures
by terrain
atmospheric that
case
and
boom
directly
on either may
a turning they
supersonic the
airplane ground
concentrate
of shock
intersect
and produce
a superboom.
(normal waves) by
to
-Supersonic airplane
Troposphere
Boom
,I
heard _ _Maximum
boom
on
ground
Figure
111.-
Refraction
of shock
waves.
128
Perhaps
windows) down to heightened tensions and annoyance of the citizenry. For this reason, the world's airlines have been forbidden to operate supersonically over the continental United States. This necessitates, for SST operation, that supersonic flightbe limited to overwater operations. Research for ways in which to reduce the sonic boom continues.
129
130
VII. BEYOND
THE
SUPERSONIC
Hypersonic Hypersonic although magnitude research First, may these shocks, the body used no drastic have airplane. the shock seriously boundary the air been flight is arbitrarily are defined evident
speeds
encountered at such
by a body
trail
a high For
layers
in nature.
across
strong of
a drastic For
heating metals
is a major
problem. would
in today's
airplanes
quickly
materials
or methods of the
that
a high design
of sweepback.
lift-drag
placed Otherwise,
sufficient approaching
if shielded
flow by the
fuselage,
hypersonic
that
airplane control
surfaces
flight transport
from
being
studies Fig-
are ure
being
conducted
by NASA to obtain
the basic
necessary
problem
combustion
many is also
moving
represents field.
an efficient
pulsion
method.
NASA research
continuing
Lifting Because tering landing ballistic spacecraft from of the must cost and safety, that it has would
Bodies long been enable the recognized crew have site. that designs the of reencraft to a near and 131
be found
a great with
distance. little
entries
recovery
sport
113.necessary. aircraft
Proposed
hypersonic
Starting
involved
in designing They
spacecraft. because
lifting
for they
no wings
of their
132
Figure teristics
114 shows
four
being
tested
to evaluate The
the
handling type
characat the
and flight
qualities
concept. with
developed
the NASA Ames advantages speeds. shaped sesses shape a flat pointed
Research
Center at hypersonic
is flat
topped
speeds
lifting
body trim
NASA
Research
is it posin has
optimum
in contrast Marietta
to the X-24A
M2 vehicle, is very
The
different
it is more
rounded
although
it now has
a double-delta
a more
Northrop
M2-F3
Northrop
HL-
10
Martin
X-24B
Martin
X-24A J
114.-
Lifting are
to show vehicles.
over
ratio
aid in the
of more benefiting
advanced from
of a new Shuttle.
generation
of vehicles
primarily
this
research
Space
Space The cost settled solid-fuel stage method upon Space Shuttle represents and the United
of delivering is shown
returning l15(a).
to and stage
in figure
rockets
and a large
engines
shown to Earth
in figure
is the actual
to go into
to a controlled
133
Liquid
fuel
_.-Delta-wing-
orbiter
Cargo bay _
udder
(b) Orbiter. Figure landing. mission from ated Aerodynamic when subsonic with the dynamic interest pressures 115.is centered are evident. There range of the Space Shuttle the designs. boost entire some and landing range unique stages of the
about
The are
is covered. as the
of dynamic solid-fuel
pressures boosters
staging
recovery
as well
concern.
orbiter are
vehi-
to deorbit
numerous
problems l15(b))
associated uses
the
and
phase.
capability, orbiter
of about about 30 .
2000
reenters
of
This
angle
of attack
is used
maximum
134
heating
of the vehicle
where
a reaction
system, elevons
dynamic
effective.
On landing, to slow
brake
research
for years
and is a stimulus
the unknowns
of high-speed
135
136
VIII. PERFORMANCE In the earlier discussions, the conceptsof lift anddrag were explored extensively to discover howthese forces arise. With these basic ideas in mind, it is relatively easy to follow the results of the application of the fundamentalforces on a complete airplane. As indicated earlier, there are four basic forces that act on an airplane - these include lift, drag, weight, andthrust. Additionally, in curved flight another force, the centrifugal force, appears. Performance, to be consideredfirst, is basically the effects that the application of these forces have on the flight path of the airplane. Stability and control, considered later, is the effect that these forces have over a short term on the attitude of the airplane itself. For performance purposes the airplane is assumedto possessstability and a workable control system. Motions of an Airplane Figure 116illustrates the various flight conditions encounteredby an airplane. All the motions may be groupedinto oneof three classes: (1) unacceleratedlinear flight, (2) accelerated and/or curved flight, and (3) hovering flight. Performance of an airplane is a very broad subject and much could be written on it alone. In the interest of brevity, therefore, only the simplest, but probably the most important, aspects of airplane flight are considered. Class 1 Motion
Straight flight dition may has Figure is horizontal always altitude, celerated) The weight. ities over acts occur been and level only touched unaccelerated a small flight section but some system (cruise flight).flight, design comments and level Although it is very straight important This and level since con-
over
of the total in the additional for straight simplicity the flight weight.
it is usually
considered
condition
flight
path
Earth's this
it is assumed to be horizontal,
seen must
must
To fly at constant
equal
the drag. must be sufficient closely, to produce that there a lift equivalent to the of veloc-
it says
is a range equation
Expanding obtains
(25) and
combining
condition
137
1 Weight = _ p_V_2CL
If it is assumed one easily observes which flying that value is, of speed near by the CL that that may for
(36)
constant, CL at level
be accomplished
by a decrease
flying
speed
straight also
is limited
This
condition
requires
angle
of attack.
Descent turn _lP Indicates flight direction linear and/or flight curved flight
_Unaccelerated, [III]ffm]Accelerated
Figure
116.-
Airplane
flight
conditions.
138
In conclusion, at low speedsto fly straight andlevel the airplane angle of attack is large (fig. l18(a)) whereas for high speeds the airplane angle of attack is small
(fig. 118(b)).
Lift
horizontal to ground
Figure
117.-
Straight
and level
flight.
Lift
= Weight;
Thrust
= Drag.
Low
speed
(a) Straight
and
level
low speed.
Need to
less generate
angle same
of attack lift
Horizontal
Flight
and effects
level
on straight
ascent
(climb)
or descent
(dive).-
Figure
It has path.
been The
that
or descent
is given
If the
139
+ y
(Horizontal
Weight
t
(a) Climb, unaccelerated.
J J J
Horizontal
(b) Dive, Figure forces weight are force summed parallel 119.and
Unaccelerated perpendicular
(Climb or dive) (Climb) W siny flight (37)). equal path, In the the the lift (Dive) equals of the the climb component condition component the component
T = D + W sin y T =D +W To maintain weight maintain retarding weight for 140 a straight sin (-y) =D-
case
drag case
plus
a weight
of the flight
airplane. helps
condition drag
along
path
by reducing
constant
velocity.
The conclusion velocity ation from the and of a car slowing car from use less
one
must
use
to climb
thrust) (use
up a hill
up on the
to prevent
up when also _, = 1.
a hill. special flight, the previously (T = D). Thus, weight condition cases climb derived Secondly the thrust of the angle use of equations that climb to climb for a ver119(c). (37), hence
V is zero,
= Weight
(L = W) and hence
y = 0. airplane This
(T = D + W). is shown
(L = 0).
in figure
Horizontal
= 90
Thru
Weight
Drag_
vertical Concluded.
climb.
141
final
condition It is therefore
flight.
In gliding
flight reaction
zero. drag
weight.
but equation
yg
(40)
(41)
D = W sin Vg as shown in figure 120(a). If one divides equation (40) by equation (41), the result is
L _ D tan
1 _g language is obtained this means when that the smallest ratio of the glide angle,
(42)
In nonmathematical maximum drag sess air the with this ratio currents lift-drag the ratio glide gliding range,
of the aerodynamic ratios aloft. with the This any other hence, nose the with For angle
the greatest
aerodynamic airplane,
varies
(not to be confused angle of attack glide for which angle and minimum ratio
of the flight
is a particular
is less
It is a natural to try
tendency maximum
to raise
angle
of attack) ratio,
to get
but unless
lift-drag
the descent
will be steeper
Class Class cases 2 accelerated landing, The airplane motion and the and curved
2 Motion flight is considered, banked.turn. of accelerated time it begins (See fig. parts: distance motion. its 121.) (1) the over, climbout The total From after takespecifically for the
of take-off, Take-off.-
take-off begins
the
instant
the
leaving
it is under may
be considered distance,
transition
and
(3) the
142
Lift
Flight
path
'L
Weight \ cos _,g W sin _,g
(a) Unaeeelerated
glide
conditions.
3O
12.0
--.4 r_
_or%_=_u_=_e p_
o_ 2O
_Jl _
e _ 10
0 0
-'JO
/
-4
I
0 u,
I'
4
J
8
J
12
a,,
16 20 24
j
28
angle
of attack characteristics.
(b)
Glide
aerodynamic
Figure
120.-
Glide
characteristics.
143
Figure Figure weight, sum the zero drag, 122 shows and lift, the forces there
121.acting
Total
take-off the
distance. ground due roll. to the In addition landing acting lift and under to thrust, gear. The
during frictional
is a rolling direction
force
of the airplane
is equal
to the
of the force),
ground
as dynamic
is still
no winds).
the net
build.
The
remains airplane
attitude safety)
10 percent
above
point of Rolling
airplane the
increases
attack, friction
weight,
forces
to zero
at liftoff,
and the
total
drag
At the its
climbout (38))
(37) and
in this
//" L
SA.AB
A-37
Viggen
,,,,t
//11
Z'-_
///I/ Rolling _resistance Weight //// Rollins resistance II/I/I/I11
Figure
122.-
Forces
acting
during
take-off
ground
roll.
144
The roll
total
distance
for
the airplane
to clear
15.25
from for
the
start
of its
of runway speed
design the
purposes. may be
Additionally, aborted
maximum
which
take-off
to a stop. of flaps they also and other contribute an optimum airplanes These acceleration the form units for high lift to increased flap may setting also
There
is usually
an airplane rocket-assisted
which
minimize to take
Some
represent short
and
carrier, in a matter
of a catapult,
or two. down and its at the lowest associated possible techniques the
Landing.vertical touchdown Under and they the tion that are the used
Landing
consists The
of touching phase
approach
to a landing
not be considered,
but only
phases,
namely,
that
the
vertical about
velocity flaps
zero that
Indeed,
increase by equa-
maximum
as indicated
(35).
Figure 123 presents same friction near the forces acting on an airplane for their during magnitude For safe are after the landing and rollout.
are rolling
the
the take-off
as the brakes
applied.
operation used
end of the rollout. the airplane rolling usually from friction the or, more
to "dump" The
rebounding as the
touchdown.
is increased.
for large
is
maximum airplane
therefore,
on the
to slow is the
it to a
Another is opened
favorite
device On board
by military carriers,
airplanes the
aircraft hook
usual
landing a cable
on the
engaging
is exceedingly
the airplane
is subjected
145
Rolling
resistance
and
brakes Weight
Rolling
resistance
and
brakes
Figure Constant-altitude plane cases One altitude are of the in a straight the basic banked line.
123.turn.There
Forces
acting
after
landing. 116, not all motions flight in combat heading paths. of an airThese
of curved flight-path
climbing maneuvers
maneuvers
to change
turn. discussions of flight first unless were law, of motions insignificant. a body upon of an airplane, But in a turn in a straight force. accelerations they acquire will due to a added continue sigin
previous
of direction
in motion
line
by an external
an airof
path
requires second
centripflight.
opposite by:
centripetal
centrifugal
is given
FC where curve, sees tight m and that turns. Figure particularly causes horizontal centripetal the lift reaction must the is the R
(43) of the airplane, of the turn Voo is the velocity flight massive path. of the airplane this in the equation speeds one in
From
the highest
forces
airplanes
at high
the
in a properly _ to the
executed horizontal.
turn. This
the wings
lift on the
When
resolved component
This
For
turn
the vertical
be increased
to maintain
altitude 146
when
entering
a banked
I
I i I
] Vertical compone,_t i of lift
I
[ I $
I
i Lift
I I I
t
I
Horizontall component of lift I
I I I
Centrifugal force
Weight
Figure
124.-
Forces
turn.
lift
= Weight;
in a turn, enough
the
larger lift
required turn.
to produce
a large
horizontal
component
Class Class flight. sphere. whole, and 3 motion has flight this lift be been there results and drag
Flight flight aircraft reaction the Hence, condition; with forces remaining for respect of the that of hovering to the aircraft atmoon thrust flight, the
assigned is no
in no forces. as
forces, hovering
must
balanced
shown
= Weight controlling in figure the 126. thrust, The the chief aircraft advantage may be made to rise and
of such
aircraft
is their
147
/
Thrust of engines
Weight
of
airplane
Figure
125.-
Hovering
flight.
Thrust
= Weight.
Thrust
Thrust
Weight
Thrust Vehicle
Weight
Thrusq Vehich
Figure
126.-
VTOL
ascent
and
descent.
148
to land and take-off in small spaceswithout the use of long runways. Sincethey land andtake-off vertically they are called VTOL aircraft. They have the addeddistinction of being able to perform at high speedsas a conventionalairplane in flight. This is why helicopters, althoughcapableof hovering flight, are usually not included in this grouping. They are, at present, incapable of the speedsandmaneuvers of conventional airplanes. The first conceptsto be tried were three "tail sitting" airplanes, the Lockheed XFV-1, the Convair XFY-1, and the RyanX-13 Vertijet as shown in figure 127. The
first thrust VTOL landing concept the wing XC-142A two used needed airplanes and the tried and turboprop-powered whereas were need the X-13 the tricky to tilt contrarotating was jet powered. maneuvering over into piloting propellers The main required to supply problems in the the vertical and The next with these take-off flight. sense
aircraft body
conventional
was
in a conventional The
but tilt
engines
the vertical
LTV-Hiller-Ryan
in figure
an aircraft. separate But this powerplants added Siddeley plane used uses dead for weight vertical to each (fig. take-off flight and regime. of the land-
concept
to use flight.
conventional
128(b))
is one
of "vectored from
thrust" vertically
rotating
exhaust
nozzles
to deflect
exhaust
to directly flight
behind
as shown
128(c). jets
Control
velocities tail.
and
in hovering
is supplied
by reaction
in the wing
Lockheed
XFV-
Convair
XFY-
Ryan
X- 13 Vertijet
Figure
127.-
Early
VTOL
airplanes. 149
(b) Harrier
GR MKI.
Forward
flight
Transition
Hover
flight. concepts.
VTOL
150
IX. STABILITY
AND
CONTROL
and
control
of an airplane
has
the
previous
It remains
in view
of the presented
Stability Simply scribed conditions. For all flight defined, condition. The subject stability is the tendency, is the ability is considered or lack of a pilot first. flight condition, consider the sum of of it, of an airplane to change to fly a preflight
Control of stability
the airplane's
an airplane
to be in equilibrium on it must
flying equals
as in figure are
129(a).
the weight, It is in
the drag,
no net rotating
moments
on it.
equilibrium. Now, noses If the if the airplane (angle is disturbed, of attack for example, by atmospheric is no longer increase, unstable tendency stability. are turbulence, and
the airplane
by the angle-of-attack airplane 129(b).) has is statically If the initial neutral and static
and its
equilibrium. position,
(See fig.
the disturbed
129(c).) that
hand,
forces to its
moments
by the condi-
airplane tion,
to bring
equilibrium
straight
it is statically If it is assumed
is statically down,
stable,
overshoot,
return
to its type
former
equilibrium oscillatory
level
(See fig.
130(a).)
This stable.
of decaying continue
airplane it may
to have
stability magnitude
up and down
increasing
130(c)). unstable last and instance. flying "hands still be flyable But, qualities. ideally, if the pilot uses not need which is
he should
has
poor
An airplane
can be flown
off" by a pilot
with no control
except
to change
the equilibrium
flight
condition. 151
(a) Equilibrium
flight.
Equilibrium
(b) Statically
unstable
No
airplane.
moments - airplane holds disturbed
static Static
stability. stability.
Statically to return
stable, airplane
dynamically to equilibrium
tend decay
Equilibrium
(a) Statically
Moments tend but oscillations
and dynamically
airplane decay
stable.
to return do not
to equilibrium
Equilibrium
(b) Statically
Equilibrium
"_/
\\_/
(c) Statically
stable;
dynamically
unstable.
stability.
Longitudinal motion, tional tional referred lateral stability stability and are
and relates
control
is concerned
with yawing
control
relates
to an airplane's
interrelated
sometimes
to as lateral Longitudinal
stability. Since stability, longitudinal it is discussed stability first. can be considered Consider independent "trim-
stability.-
of lateral
and directional
an airplane
med" to fly at some angle of attack, _trim" This statement in equilibrium and there are no moments tending to pitch the of gravity. Figure forces dynamic airplane example above ter acting center, usually it lies or below in this the drag will 131(a) are the shows weight thrust close of and how pitch through along equilibrium the the center thrust is achieved of gravity, line. The
center of gravity.
case,
above.
of gravity
between
them
of gravity.
case
and thrust
contributes
a nose-up
other is
out,
airplane -
source
acts
as a small of the
and the
pilot arm
can from
Because
center forces
relatively moment as is
needed. 13 l(b).
the horizontal
elevator center of
"trimmed"
to a particular
airplane angle
stable moments
then
if disturbed the
away airplane
from to the
the trim
to return
equilibrium
moment
nondimensionally
as a coefficient of moment about Figure 132 shows the longitudinal against negative moments the angle of attack. rotate the nose the
of gravity, or (Cm)cg. (See eq. (27).) stable case of the moments plotted is no moment angles of attack at the trim above atrim' angle of attack;
moments rotate
and positive
up for
angles
of figure of the
components
for example,
the wing,
fuselage,
153
k
Thrust LLift I ] Thrust
momj
E
oment Drag moment Weight
(a) Net
moment
pitches
airplane
down.
for
tail
force
--I
Tail
moment
= Resultant and
lift,
condition. equilibrium.
Figure
133 shows
this
facts effect
are
important.
As shown
134, if the
center of the
toward where
134),
is 134)
If the has
is moved airplane
further
(point
moment
and the
is moved
forward
too far
(forward the
will
enough
to raise
of attack
to achieve range
center=of=gravity
is relatively
154
_9 Positive
b_
moments,
_< _trim
i
9
Zero [ _
moments,
i
,4
atrim
_9
Negative
moments,
a > atrim
i
0
E &
C9
_\_
h_
,,++
. +oo
\ \ _ _,o,,__ae_ t_O
0 I __" Angle of attack
c9
_9
O I h_
\ \ \
Figure 133.Longitudinal static stability components.
155
Destabilizing
monmnts
/--->
+
O v
i,J
/
0
_ /_ Neutral /
Center
of gravity
at D
_9 %
_9
(equilibrium) condition
,e,
_,_ _b_Bl_)
_///
_ Destabilizing
nloments
Center
of gravity
at A
Neu!ral
Figure
134.-
Stable,
neutral,
and unstable
static
stability.
additional engine-on considerations) of the loaded. airplane side the the center The airplane plane than
factors thrust
reduce and
range. gear,
ground
are cargo
because The
of gravity
limits.
location
in a stable
airplane. contributor a more that the to the statically horizontal from it is, factor of the the the complete stable tail center more it airlies of
controllable tail
curve. tail
A larger (assuming,
horizontal as is the
a smaller center
normal Of course,
distance
the The
center tail
of gravity efficiency
airplane. wake
depends
on the
engine,
effects. static
By design stability.
it is made Finally,
with respect
the downwash
156
Unstable; _off
<
_-Center xx nmst these (a) lie of gravity between
limits
Ground
Unstable power on
7.
mal_
,,iq_
Figure considerable it leaves deflected turbed, degree the importance. a wing. air it will to which flows This
135.Figure
deflection
results
wing
and hits
If the also
is disThe reduce in a in
change
directly
effectiveness.
Hence, is often
stability
of the
vertical figure
such
it is exposed
to as little
as possible,
as shown
longitudinal this
motion
of a statically to treat
airplane. ]ect
Again,
is a very there
is made
in detail. with
Basically, regard
of longitudinal to an equilibrium
oscillations trimmed
interest
to an airplane
157
Lift
(a) Downwash
of wing.
horizontal
Downwash
flight
condition
after
being period,
disturbed. slow
The
first
form
of oscilla(See
of the airplane's
it is poorly
pilot
although
it is, angle
of the
in figure
quickly may
its natural
worsen
attempts where
of a control with
because
reaction dynamical
instability oscillation
of short
term mode, of
occurs
is called effect
and is influenced the plane airplane occur. Insofar aerodynamic condition under" that
balance.
out of hand
between
and air-
Proper
design
is essential effects
concerned, goes
is most airplane
increases
an extent
and be extremely
in a steep
158
ris(" and
of
spevds
_I _lx i tl/tl
nl
speed
(a) Phugoid
longitudinal
oscillation.
longitudinal of dynamic
This answer
has
been
previously center
with
to the
SST.
to this
is to move supersonic.
of gravity include
by a transfer wing
solutions
placed in the
at the transonic
nose-up has an
and supersonic
for trim
for
control
shift
not used,
in the free
stream
minimum North
138 shows
It has
a pair
for tips
staare
bility turned
"tuck
Additionally, forward.
ideas
involving
also bility,
apply
to directional yawing
so that
as shown
To have airplane
moment
be generated
angle
sideslip angle
holds
further
away
from
of yawing-moment
coefficient as a directionally
159
Canards
Figure
138.-
XB-70
airplane.
(a) Equilibrium
condition
of zero
yaw.
160
\ (+)
Sideslip angle Positive moment decrease disturbance yawing tends to
sideslip
\
(b) Sideslip Figure 139.disturbance. Concluded.
()
Sideslip
Positive
a_
T
()
&
remSt mreing
(-)
0
Sideslip
angle J
s
/_Negatlve / _ restoring
(-)
Sideslip
o
angle
() ._,,.
Figure
140.-
Directional
stability
curve.
161
The directional
fuselage stability.
tail
are
influential
components
in condithat main
angle the
fuselage
is the
component sideslip arm dition. quately usually results by use at large of a dorsal
a side
(center The
produces or yaw
stabilizing
to move
cannot vertical
be adetail
observations to prevent
If a stall
occur, more
sideslip
divergence tail
of a dorsal sideslip
yawing after
moment addition
a B-17
and
fin extension. propeller and it also of the The offset take-offs. tail. of a typical imparts a sidewash This F8F pilot effect Bearcat, to counteract airplane a rotational angle at the can be very a carrier the yaw are is a destabilizing velocity tail that to the influence slipstream. the static with a certain during in aircraft require on the direc-
143 it produces
reduces
Grumman by the
by the
sidewash
a solution
to this
the yawing
moments. wing
will
detract
contributing Lateral undergoing moments condition. Dihedral shows some flight, turbance lift vector the airplane that
choosing
if after and
_, it generates equilibrium
forces flight
to reduce
used
as a means that
Figure are
turned
in straight assume
equals
relative
to the other
as shown acting
144(b). which
is a component in this
causes and
to move
direction.
airplane
to sideslip
162
V_
Sideslip angle
Airplane to some
Fuselage produces
arm
Moment
arm
Fin and
rudder
force
Figure
141.-
Directional
stability
moments.
163
Small
fin
and
rudder-_
_-_
fin
and
rudder
Figure
142.-
Improving
directional
stability.
Figure
143.-
Slipstream
effect
at tail.
164
Di:e ralT-(a)
---_
Dihedral angle
Velocity
component due to sideslip
(b)
Weight !_ _
L1
____///
L1
>
L 2
//////
Figure
Total relative freestream (main component along longitudinal axis) (c) effect on lateral stability.
144.- Dihedral
the
relative
is laterally
now
the tend
is the
sideslipping. bank closer will There figure angle. to the experience results 144(c). The airplane
the
wing, lift. in
of attack moment
greater as shown
tending
to reduce
bank
position design, as
of the shown
wing
also
has 145,
an
impact
on the
lateral lateral
stability. stability,
A high-wing whereas a
in figure
contributes
to the
165
Low-wing
placement laterally
is destabilizing
High-wing
placement
is stabilizing
laterally
Figure low wing counteracted Wing swept-wing higher More tends noted bility slightly) The airplane presented gravity, ish placement has
145.-
Effect
of wing effect
placement in roll.
promote
than
lift is generated
moment
It may be
the combination some to lessen effects lateral by the as shown angle. set airplanes the
a small
of anhedral
turned
lateral
stability. and vertical there tail. is below increase tend tail may contribute force acts to or detract caused above that there from area of the
fuselage
is a roll
moment
tends
to dimin-
is a destabi-
lizing
angle
in
of the Added
to
detrimental
166
/_normal
Figure
146.-
Wing
sweep
aids
lateral
stability.
effects
earlier,
lateral are
of an airplane a roll
motion
motion
causes
motion. static
crossand
between three
static
stability
and lateral
important
dynamic
motions
observed:
directional
divergence,
When
the
or rolls
into that
generated, may
arise
condition 148(a).)
airplane
is broadside
(See fig.
167
er
of g rav i t Y _Js -I
force
o ravity
/
Side
force
Point
of side-force
v-_
[ _,L
Laterally destabilizing
application I
!
moments
(
Figure 147.Effects of fuselage and tail on lateral stability. Spiral but not very this the case plane divergence stable the is characterized for example, and by an airplane a large finned that is very stable directionally In laterally; airplane relative will The roll bank airplane the faster, No lateral airplane side with force generates stability no dihedral. tends to turn lift, to the
when
outer
more
bank
angle.
is present into
this
roll.
continues
to turn
spiral. exhibiting
148(b).) of both directional whereas yaws its divergence stability the to side.
and
spiral
occurs,
airplane wags
airplane
149(a) Ventral
although
used of attack,
of the
stability
and increasing
directional
stability
the
effects
of Dutch
168
Insufficient stability
directional
(a)
Di_ divergence
\ to \
I
Airplane disturbed
(b)
Spiral _ divergence
--,_
in sideslip
1
._ and _:_flight condition Original
Figure
148.-
Directional
and
spiral
divergence.
Control Control, change alter the lift The vide whether force an airplane flight on the controls control surface are is stable to which shown or unstable, they are 15. is the ability use of a pilot of devices to that
the airplane's
conditions.
It is brought
by the
familiar
in figure
to proand
longitudinal
(in pitch),
to provide Some
directional
(in yaw).
control
a simple is by use
His the
link
control point
if he pulls
control
169
Tail-wagging
"Dutch roll"
(a)
Disturbed condition
Undisturbed condition
directional
Figure
149.-
Dutch
roll.
This
movement lift is
gives
camber in turn,
to the
entire
horizontal-tail a nose-up A side the other it increases the other its and moment motion as the a roll-
produced. and
airplane stick
down
moment in the
This toward
condition which
about
longitudinal
to the forward
rudder (the
will comes
170
..
Elevator
control
"--
__roncontrol
control
Figure right. As shown force in figure to the left 151(c), results. right.
150.this
Basic movement
control
A moment
to the right
turns
a control to the
surface entire
does surface
its
job.
In it
to which sur(See
effectiveness. effectiveness
high-aspect-ratio surfaces.
control
possess
control
low-aspect-ratio
fig. 152.)
171
(b) Aileron
control.
Beagle
206
Z.1
172
_ntrol
surface
nOW
//
._V
larger
with
respect
to
_V"
entire
surface
Smaller
control
effectiveness
Greater
control
effectiveness
Figure Balanced flow, to its a pressure original may the controls.distribution position. or may pilot The Whenever
152.-
Control
a pilot
deflects tends
up that
control control
surface
Not be small
be able the
at will,
that
Balance
is used
deflection The
of aerodynamic
of the hinge
hence
sur-
to reduce
the control
effort are
the
(little
effort
unwittingly airplanes
the airplane and, are has balance of the effect small. a sense
control
feel
is incorporated
occur that
and a control
surface
to dynamic
173
Area
forward
Area Me109 F
forward
of hinge;
_1_,_
balance. (a) Inset hinge balance.
Mass-balance weight ! " Balanced" moving-surface weight _ _ , J n rfa ce
(a) Horn
of the or forward
airplane.
The
solution line.
the
control
surface
center lead
of gravfor-
by adding mass
in figure
153(b),
surfaces
primary
control As shown
surfaces. in figure
and
surface and
movement. stick
in reducing down,
wishes,
upward
as the
a force,
hence
the
control
placed
balance Trim
possess used
powerful
are
flight
conditions. steady
They flight.
since be set
in holding or manually
tabs
airplane shows
ground control
operated
by the pilot.
Figure
154(b)
174
surface
surface
force f--_ / _._ Tab geared proportional deflection to deflect to the control but in the
__osite
direction
Tab
force
helps
move
control
surface
(a) Balance
tab operation.
Trim
tab-placed by pilot
in a fixed or when
_-/ " _._..________.__. without Mom_ced by M(_ment produced by trim tab to counteract control surface to control surface return to undeflected morn ent position
(b) Trim Figure surface plane control with will the trim tab set 154.-
tab Balance
operation. and about no pilot trim the effort tabs. hinge line to zero. to hold the trim The the tab must air-
continue
is required is needed,
surface
deflection
(if adjustable). control used devices in unusual all-moving do not fall flight into the conventional or for controls, added and
control outlined
above. Included
circumstances reaction
advantages. tail.
spoilers,
surfaces,
butterfly Spoilers,
with
respect pressure
to subsonic distribution.
flow,
are They
used are
or
"dump"
the
the
gliders reduce
to vary
control
lift quickly
bouncing
also useful in lateral (roll) control. At low speeds,ailerons are the primary lateral control devices. At high speeds,however, they may causebending momentson the wing that distort the wing structure. At transonic speedscompressibility effects may limit their effectiveness. Spoilers may be used to avoid these disadvantages. As shownin figure 155by reducing the lift on one wing, the spoiler will cause a net rolling momentto roll the airplane aboutits longitudinal axis. Control effectiveness may be increased by increasing the chord length of the control surface relative to the entire surface to which it is fitted. The limiting case is the all-moving control surface. Whereas the conventional control surface changed lift by a changein camber, the all-moving control surface controls lift by angle-ofattack variations. Examples are to be seenon the horizontal-tail surfaces of the F-4 Phantomand the F-14A airplanes (fig. 156). By being able to changeits angle of attack, the all-moving surfaces can remain out of a stalled condition. The conventional control surfaces are considerably less effective at high speedswhere compressibility effects are dominant. The all-moving horizontal tails may be movedindependently as well to provide lateral control. At low dynamic pressures aerodynamic control surfaces becomelargely ineffective becauseonly small forces and momentsare present. Under these conditions, reaction control devices may be used. These are small rockets placed at the extremities of the aircraft to produce the required momentsnecessary to turn the airplane about eachof its axes. At zero or low speeds,the Hawker Harrier VTOL airplane uses reaction rockets placed in the nose, wing tips, andtail as shownin figure 157.
*Large lift
lift
z ....
_-
f_
Ailerons Spoiler on one up winglateral to dump used control lift at as high device speed low
used speeds
Figure 176
155.-
Lateral
control
with spoilers.
,G
/ _
F-4
Phantom control
_"
All-moving surfaces
Figure
156.-
Examples
of all-moving
surfaces.
control
J[
_,_
Roll
control
thruster
/ /------_ Engine
V Pitch thrust
control
thruster
Figure
157.-
Hawker
Harrier
reaction
control
system.
rocket the
plane
used
reaction surfaces
at altitudes In same
reaction
reason
attitudes. variation of the conventional tall. increased directional up or down The procon-
(fig.
159(a)) the
is an interesting functions
trol
system
advantages lems
weight yaw,
in cross-coupling stability.
reduced are
dynamic
up or down,
control
surfaces
moved
177
together
moved
(fig.
159(b)).
To yaw
right through
or left equal
the
as they
are
are
directions introduction
deflections
to stability
and control
design
design are
is at best the
a compromise
to often
multimissioned
compromises of design.
competition
arbiters
___c
h thrusters
lr
Yaw
thrusters
Roll
thrusters
on
wings
(a) X-15
reaction
controls.
Shuttle 158.-
reaction Reaction
controls. controls.
1'/8
Bonanza
(a)
(b)
down; down
up; up
(c)
I Right rudder; airplane yaws Left rudder; airplane yaws
right
left
Figure
159.-
Butterfly
tail
operation.
179
180
APPENDIX
AERONAUTICAL
NOMENC
LATURE
by the
and deriving
its
in flight
aerodynamic
forces driven
a subset
of aerodynes, aircraft,
fixed-wing
is supported its wings and other when to such gasethe fluids its
by the dynamic aerodynamics the science ous fluids, are bodies aerostat that class that and
of the
on bodies
in relative
lighter
than derived
buoyancy
from
of aerostats,
an aerostat a means
provided
with the
of controlling
science that deals with the equilibrium and of bodies immersed in them science aircraft and art of designing, constructing,
of gaseous
fluids
aeronautics
the
and
operating
Aircraft Figure airships 160 presents sketches nonrigid envelope, or reinforced internal
(dirigibles)
a lighter-than-air that
framework by the
by stiffening. of the
is maintained it is filled.
pressure
with which
181
APPENDIX
Continued
semirigid envelope
(sometimes reinforced
blimp):
a dirigible having
its main
a completely
rigid framework. rigid: a dirigible having supported several gas bags or cells enclosed
to rise from
autogyro
a rotary-wing
aerodyne
whose
rotor is turned
throughout
its
resulting from
the motion
of the craft
made
biplane
an airplane
to provide
glider
an engineless currents
helicopter
airfoils mechanically
rotated about an
kite
lifting
body
which
monoplane ornithopter
an airplane
having
or supporting
the bird-like flapping of its wings consisting of a canopy a drag and suspension lines,
parachute
basically produces
of a falling body
182
APPENDIX paraglider a flexible-winged, recovery pusher airplane an airplane supporting rotary-wing aircraft a type part tical tailless airplane system
A -
kite-like for
launch
propeller
which or blades
is supported rotating
in the about
air
wholly
or in ver-
a substantially
an airplane control
in which are
the devices
used
to obtain
stability
and
tractor
airplane
an airplane main
with
short vertical
an airplane
srihgii'pd
Rigid
airship
,_,,, ""
_-_
_----
Autogyro
_Balloon
Biplane
Bristol
F2B
Figure
160.-
Examples
of aircraft
types.
183
APPENDIX A - Continued
Flying
boat..-----------_*
Shin
Meiwa
PX-S
Glider
Schweizer
1-23
Helicopter
Sikorksky
CH-3C
Kite
HL-IO
Lifting
body
7..-
Flapping
wing
ornithopter
Figure
160.-
Continued.
184
APPENDIX
A -
Continued
Paraglider Parachutes
Modified
ring-sail
Disk-Gap-Band
aircraft .q____Rotary-wing
XB-42
Bell
Jet
Ranger
Tailless airplane
airplane Tailles_
Figure
160.-
Continued.
185
APPENDIX
A -
Concluded
Figure
160.-
Concluded.
186
APPENDIX
DIMENSIONS
AND
UNITS
There represents
difference
measure. dimension
of metal
of length. arbitrary of matter of the scheme in the used lump to denote of metal in meters the may magnitude be expres-
Thus,
book
to be measured to measure
to be employed, kilometers
meters
or miles.
Basic There are ture. called They are the four basic dimensions
Dimensions interest are length, L, to aerodynamicists. mass, M, time, T, and and 8. These tempera-
of general and
basic
or primary
dimensions by using,
may
be abbreviated
respectively,
Derived Dimensions The tities derived times namics dimensions of all other quantities may be found to be combinations These encountered are of quanknown in aerodyas
in terms L 2.
dimensions. A list
be represented
as a length
more
their
dimensions
Angular The tended this ally about arc measure one may 57.3 . measure of the of the circle central angle
Measurement of a circle that is defined is, a ratio name as the ratio of the sub-
divided
Thus, Additionequals
a special that
by noting
an angle measure
measure of an angle
dimensionof
the
numerical
not change
from
one system
187
APPENDIX B - Continued Systemsof Units There are two basic engineering systems of units in use in aerodynamics. They are the International Systemof Units (SI) andthe British Engineering Systemof Units (B.E.S.). In 1964the United StatesNational Bureau of Standardsofficially adoptedthe International Systemof Units to be used in all of its publications. The National Aeronautics and SpaceAdministration has adopteda similar policy and this is the system of units used in this report. Table II lists the SI and B.E.S. units for both the basic dimer_._ions and some of the more commonaerodynamic quantities. Vectors and Scalars Vectors are quantities that haveboth a magnitudeand a direction. Examples of physical quantities that are vectors are force, velocity, and acceleration. Thus, when one states that a car is moving north at 100kilometers per hour, with respect to a coordinate system attachedto the Earth, oneis specifying the vector quantity velocity with a magnitude(100kilometers per hour) and a direction (north). Scalars are quantities that have a magnitudeonly. Examples of physical quantities that are scalars are mass, distance, speed,and density. Thus, whenone states only the fact that a car is moving at 100kilometers per hour onehas specified a scalar, speed,since only a magnitude(100kilometers per hour) is given (that is, no direction is specified). To represent a vector on a diagram, an arrow is drawn. The length of the arrow is proportional to the magnitudeof the vector and the direction of the arrow corresponds to the direction of the vector. Figure 161showsthe side view of a wing called the airfoil cross section (or simply airfoil section). Two aerodynamic forces are knownto act on the section: lift and drag. They are vectors andmay be drawn to act through a special point called the center of pressure discussedin the text. In the first step a scale is chosenandthe force magnitudesare scaled. The secondstep is to place the vectors at the center-of-pressure point in the directions specified from the physical definition that lift always acts perpendicularly to the incoming velocity of the air V_ and drag always acts parallel to andawayfrom the incoming velocity of the air. : Vectors may be addedtogether (composition) to form onevector (the resultant) or one vector may be broken down (resolution) into several components. In figure 161 the lift and drag havebeen composedinto the resultant shown. The resultant can be resolved back into the lift anddrag components.
188
APPENDIX
B - Continued
TABLE
II.-SYSTEMS
OF
UNITS
Units Quantity Basic dimensions SI Length Mass Time Temperature L M T 0 oc meter kilogram second (relative) B.E.S. foot slug second OF (relative) OR (absolute)
K (absolute)
Units
Quantity
Area
Derived
dimensions SI L2 L3 LT- 1 LT-2 MLT-2 meters meters meters/second meters/second newton newtons/meter kilogram/meter meters2/second newtonsecond 1 2 3 2 2 3 B.E.S. feet 2 feet 3 feet/second feet/second pound pounds/foot slugs/foot3 feet2/second pound-second foot-pound foot-pound/second radian 2 2 or degree 2 2 2 2
Volume Velocity Acceleration Force Pressure Density Kinematic Momentum Energy Power Angle Angular Angular Moment velocity acceleration of inertia viscosity
T-1 T-2 ML 2
189
APPENDIX
B Assume:
Continued
Lift Drag = 400 = 100 newtons newtons
v_
Incoming velocity free-stream vector Airfoil section
I
100
I
200
I
300 Magnitude
I
400 scale
i
500
I 600
1 700
I
I
i
Lift
= 400
newtons
_J
-I
I
Drag I 100 newtons
I I
--i
/
II
v.
Center
of pre
Figure
161.-
Vector Motion
representation.
Consider the flightof an aircraft through the air. First an observer fixed in the air sees the aircraft
approach at velocity Voo. (See fig. 162(a).) On the other hand an observer fixed on the aircraft sees the air (or observer fixed in air) approach him at velocity V,o from the opposite direction. (See fig. 162(b).) The two observers read the same magnitude
of velocity (thatis, speed) but indicate opposite directions. In many cases, for example, in the use of a wind tunnel, the second point of view is adopted where the aircraft or airfoilis fixed in the tunnel and air is forced to flow past it. (See fig. 162(c).)
190
APPENDIX B -
Concluded
Observer in
fixed air
(a) Observer
fixed
in air.
(b) Observer
fixed
on aircraft.
Wing
in tunnel
",:::Top
of tunnel'
(e) Wind-tunnel
wing
fixed
in place
and V_.
air
placed
in motion
wing 162.-
motion.
191
192
APPENDIX
COORDINATE
SYSTEMS
A point in space point stitute point is considered what is then is known located the
may
be located origin
The which
known con-
to be the
from oriented
system whose
is shown tail Z
at random along
is set axes.
components
Y, and
employing Earth-axis
rectangular body-axis
Cartesian system,
axes,
and the
wind-axis
)onent
Origin
X r Point P Z Z
fingers
Figure
163.-
Rectangular
Cartesian
coordinate
system.
Earth-Axis In the Earth-axis X and Y axes system the Earth plane down
pointing Earth
toward
of the
as shown
193
APPENDIX C - Continued
X_t Lie in geometric y_) Earth's surface E } plane of
p- Nonrotati.ng
Figure
164.-
Earth-axis
system.
Body-Axis In the that the body-axis points system the rectangular nose of the
X-axis axis
tudinal craft
Y-axis
and the
origin point
system to define
is taken
to be the
it is useful
the important
angular
and yaw. the airplane positive the right roll wing rotates about its longitudinal axis (that is, toward the X-axis). Z-axis, A that is,
as the Y-axis
turning
Pitch:
airplane Z-axis
about toward
the the
Y-axis. X-axis,
pitch
is defined
as
the nose
of the airplane
Yaw:
the
airplane turning
rotates
about
the
Z-axis. that
as the
X-axis
towards viewed
to the right
(clockwise
when
194
APPENDIX
C -
Continued
body-axis
system
and
the
concepts
of roll,
pitch,
and
yaw
are
illustrated
in
YB
XB
Roll
Yaw
ZB
Figure
165.-
Body-axis
system.
Wind-Axis In the is at the general wind-axis of the velocity perpendicular system, aircraft. vector. to the to both motion also right the is lies wing. the in the in the The The X-axis X and the origin The
System of the X-axis lies is Z rectangular points in the into the Cartesian direction of symmetry downward. In many (no means yawing that the probsystem of the of
center
of gravity
oncoming the The lems motion) Y-axis The ure airplane Y-axis
free-stream and is is
Z-axis and
of symmetry. in fig-
then
simplified
is illustrated
195
APPENDIX
C - Concluded
Yw
symrnetry//_
(i"
system. Z-axis in plane of symmetry.
(a) General
wind-axis
Yw
(b) Simplified
wind-axis
system. 166.-
and
axes system.
in plane
of symmetry.
Figure
Wind-axis
196
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