MAV [Micro Air Vehicle] – Laminar flow

These viscous forces are dominant smooth and constant. MAVs generally fly in the Reynolds
number ranging from 1,000 to 120,000 (low Reynolds number regime), whereas for the full-size
helicopters and airplanes the Reynolds number is around 107)whose size enables them to be used
in low altitude, close-in support operations
From the diagram, MAV a Reynolds number of approximately 80,000 which is still within the
range an object will maintain laminar flow. The exact limit of laminar vs. turbulent flow varies
for different aircraft, but the typical limit should be approximately when the Reynolds number
reaches 500,000. This just happens to be the Critical Reynolds Number for a flat plate, so we
would expect a similar limit for a curved airfoil.

EAGLE – Laminar /Turbulent Flow

Inertial forces are dominant,chaotic-eddies,cortices and other installs. From the graph the eagles
Reynolds number ranges from 90,000 to 700,000 giving us an average of 395,000 which make it
fall within the critical Reynolds number for laminar flow.
At a given altitude within the atmospheric boundary layer eagles tend to fly in turbulent airflow,
here the turbulence intensity changes with proportion to wind speed. At this point, it tends to flap
less in other to conserve energy.
Typical laminar-to-turbulent flow transitions over airfoils occur at Reynolds numbers of
approximately 500,000.

CESSNA SKYHAWK – Turbulent Flow

Winglets improve efficiency by diffusing the shed wingtip vortex, which reducing the drag due
to lift and improving the w ings lift-to-drag ratio.A Cessna Skyhawk has a Reynold number
ranging from [1*106 to 10*106] which exceeds the transition or critical Reynolds number of
500,000 for airplanes. At this point the boundary layer transitions to turbulent flow. The change
from laminar-flow conditions to turbulent-flow conditions at the critical Reynolds Number is not
definite. The ranges of the Reynolds Number under which laminar- or turbulent-flow conditions
exist depends much on the shape and (mostly) on the surface finish. It also depends on such
factors as the initial steadiness of flow, absence of vibration, etc.

BOEING 737 – Turbulent Flow

Reynolds number, determined by airspeed, wingspan, and air density, signifies turbulence If an
aircraft’s Reynolds number exceeds the critical Reynolds number, then it is said to experience
turbulent flow and from the graph B737 has it’s Reynolds number ranging from [10*106 to
10*107].
Turbulent flow boundary layers do have several upsides - even if they have more skin-friction
drag. A turbulent flow boundary layer has more energy than a laminar flow layer, so it can
withstand an adverse pressure gradient longer. When the air flowing over the top of the wing, as
it moves back from the center of lift, it moves from an area of low pressure to higher pressure.
The low pressure is trying to "suck" the airflow back, and it pulls energy out of the air. Once the
airflow runs out of energy, it separates from the surface. That separation produces pressure drag.
Pressure drag is more significant than skin friction drag on large bodies - like the fuselage and
nacelles. And since a turbulent boundary layer has more energy to oppose an adverse pressure
gradient, engineers often force the boundary layer to turn turbulent over fuselages to reduce
overall drag.

REFERENCES
1. Journal of Healthcare Engineering (sep 2012)
2. Mueller TJ and DeLaurier JD. (2003) Aerodynamics of small vehicles. Ann Rev Fluid Mech
35: 89–111
3.Academia.edu (The effects of Angle of attack,reynold number and winglet structure)
4. Cadence. (2022) The Importance of Laminar Flow Over Airfoils in Aerodynamics | System
Analysis Blog |
5. Kasey M Laurent, Bob Fogg, Tobias Ginsburg. (19/05/2021) Turbulence explains the
accelerations of an eagle in natural flight.
6. Harmen Koffeman. (1992) copyright. The Reynolds Number (aerodrag.com).
7. Alkes Udris. (28/01/2016). How turbulent is the airflow over your wing.
6. Journal of Healthcare Engineering (sep 2012)