Professional Documents
Culture Documents
Lift
Lift
Introduction
❑ It has been shown that if streamlined body is placed in a moving
airstream it produces drag, a force in the direction of the airflow it
should be note that the streamlined body we were examining was
symmetrical in shape.
❑ This drag force was the total force produced by the streamlined
body.
be constant.
1 V2
• 2 is dynamic pressure shown on the airspeed indicator and it is
for this reason that for a given weight an aircraft will always stall at
the same indicated airspeed regardless of height.
Weight Effect
❑ Any change of weight will require a different value of lift for straight
and level flight, an increase in weight requiring an increase in lift.
❑ At the stalling angle in level flight, the greater the weight the more
the lift required and, therefore, the higher the stalling speed. A
useful rule of thumb in this context is that the percentage increase in
stalling speed is half the percentage increase in weight, Thus:
❖Weight 2000 Ib, normal stalling speed 100 kt.
❖Weight 2200 Ib, percentage increase 10%, stalling speed increases
5%, i.e. to 105 kt.
Loading in Turns
❑ The same effect is produced during manoeuvres, which produce a G loading, for instance, turns.
During a turn the lift not only has to balance the weight but also the centrifugal force resulting
from the aircraft moving in a curved path.
❑ Because of his the lift has to be greater than in level flight and, provided the speed is kept
constant, the only way that this extra lift can be derived is by an increase in angle of attack.
❑ This increase in angle of attack puts the aircraft wing nearer to the stalling angle. The result of
having to produce effectively more lift from the wings is that the aircraft's weight appears to be
increased, hence the expression G loading. The increase in stalling speed is calculated by taking
the normal stalling speed in level flight for the aircraft's weight and multiplying it by the square
root of the G loading.
• For example: = 100 x 2
• Normal stalling speed 100 kt, = 100 x 1, 4
• Stalling speed in a 2G turn = 140 kt
Further details of calculating staling speeds are given later in this chapter.
Effect of Shape
• A wing does not normally stall over its entire length simultaneously.
The stall begins at one part of the wing and then spreads.
• The main factor governing where the stall begins is the shape of the
wing, and will be dealt with in a later section.
• It is plainly undesirable that a wing stalls from its tip first as this can
lead to control difficulties.Any tendency to drop a wing at the stall
may well lead to spinning.
• Further advantages of having a wing stall from its root rather than tip
first are that aileron control can be maintained up to the point of full
stall and the separated airflow from the wing root will cause buffet
over tie tail which serves to act as a stall warning
Effect of Shape
C max S
L
2W
VS =
CL max S
Stall Speed and Stall Angle
2. Load Factor
Any manoeuvre that requires an increase in total lift without a
corresponding increase in wing area, must increase the effective total weight
acting on the aerofoils.
This apparent weight increase is known as a load factor, which is defined as
the ratio of the load acting on the aircraft during the manoeuvre to the
loading acting on the aircraft in straight and level flight.
Load Factor = Total Lift = TotalWeight
TotalWeight ActualWeight
As demonstrated in the previous paragraph, any increase in weight results in
a higher stalling speed. This new stalling speed may be calculated from the
following formula: NewV = Old Vs x Load Factors
s
Stall Speed and Stall Angle
3.Wing Area (S)
Where increased wing area is obtained by the use of Fowler flaps, the
division of a given weight by an increased value of (S) results in a lower
value of V.
Stall Speed and Stall Angle
4.Change in CL(max)
• The use of flaps increases the CL of that wing. Once again, the division
of a given weight by a larger value of CL results in a lower stalling
speed.
• This is the advantage of the use of flap during the landing manoeuvre
because it permits the original value of lift to be retained at a lower
speed. It is particularly useful in the lowering of the approach speed.
Stall Speed and Stall Angle
5. Power and Slipstream
• When power is applied at the stall, the already nose-high attitude
produces a vertical component of thrust as shown in Figure 2.47.
• This consequently reduces the work load (i.e. weight) of the wings
and allows a much lower stalling speed to be attained.
• The slipstream at high power settings provides an extra boost to the
stagnating airflow over the aerofoil and thus controls the boundary
layer.
Stall Speed and Stall Angle
• Sweepback Effect
• In itself, a swept wing has a low aspect ratio and thus the presence of
wing tip vortices are marked and give rise to a downwash that alters
the net direction of the relative airflow.
• Since an aerofoil stalls when the critical angle between the chord line
and the relative airflow is exceeded, the presence of the downwash
alters this relative airflow and, having a downward component,
results in the stalling angle being higher when the critical angle of
attack is reached.
• Swept wings therefore, have higher stalling angles than those of
unswept wings.
Sweepback Effect
• Flap Effect
With each successive increase of flap, the
characteristics of the aerofoil are changed, i.e. the
chord line assumes a steeper inclination, being the
straight line from leading edge to trailing edge.
The critical stalling angle (about 15 degrees) is
therefore reached with little or no inclination of the
longitudinal axis of the aircraft (i.e. aircraft in Figure 2.53 - The effect on chord line and hence
straight and level attitude). angle of attack of flap deployment
• Thus, the effect of flap reduces the stalling angle although the critical
angle of attack remains about 15 degrees.
• Note: The stalling angle, or level flight stalling angle, is increased
when leading edge flaps are employed. Further reference to wing
planforms and their stall characteristics are discussed in Chapter 8.3.