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Principles of Flight
Chapter 1.
BASICS.
The objective of this chapter is to give you some knowledge of
the physical basics of airflow around a body.
According to the JAA requirements you shall be able to describe:
Airflow around an airfoil and the origin of the corresponding
forces. The concept of angle of attack and pitch attitude.
List of Contents
Page
1-2
1-7
1-12
1-15
1-16
1-20
Paragraph
1.1
1.2
1.3
1.4
1.5
1.6
1-25
1.7
1-39
1.8
1 - 1
1.1
The atmosphere.
At first, you may wonder how an aircraft weighing for example 400
tons is able to fly in the invisible thin air. But consider the air, as it
is, a viscous fluid with a density. Its mass depends on the altitude
above sea level, but at sea level a cube of air with sides of 10 m, has
a mass of 1225 kg.
10 m
Mass of air
at sea level.
10 m
10 m
Mass of 1225 kg
Fig. 1.1
Due to its mass, the very high (~100 km) column of air above us
creates a very high pressure in all directions on everything. The
length of the arrows in the picture below represents the relative
pressure.
The atmosphere
Altitude
Pressure
33 000 ft
10 000 m - 1/4 = 250 hPa
20 000 ft
6 000 m - 1/2 = 500 hPa
0 ft
0 m - 1/1 = 1013 hPa
Fig. 1.2
The pressure at sea level normally ranges from 990 to 1030 hPa with
a mean value of 1013 hPa.
That is a force of ~100 000 N/m2, equal to 10 small cars. As an
example, on your head (fortunately also inside your head) it creates
a force equal to 3500 N.
The pressure is reduced with altitude quite quickly due to less air
above; already at 20 000 ft (6000 m) the pressure is only half of that
at ground level.
Due to this high pressure, it will be enough with only a slight
relative difference in pressure around the aircraft wings to lift a
very heavy aircraft. A pressure difference of only 1% gives a pressure
difference of 1000 N/m2. The loadings on aircraft wings normally
ranges from 500 to 5000 N/m2.
1 - 2
Basics.
Principles of Flight
A 1% lower pressure
on the upper surface
than the lower surface
creates a force
equal to 1000 N/m2,
enough to lift a person.
Pressure
~100 000 N/m2
1m
1m
1% difference in pressure
Fig. 1.3
100
Altitude
km
80
60
40
20
Space
flight
Insufficient lift
due to too low pressure
t
raf
le
Flyab
rc
Ai
0
kts 1 2 3 4 5 6 7
ition
cond
Too high
aerodynamical
heating
9 10 11 12 13 14 15 16
Velocity 1000
km/h 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
Fig 1.4
1 - 3
Fig. 1.5
Pressure from
the ground.
Weight
(reaction force) (action force)
Pressure from
the ground.
(reaction force)
Definition:
GRAVITY is the force of attraction of all bodies
towards the centre of the earth.
(Often, we call this gravitational force WEIGHT.)
The first problem of flight is to balance the weight of the body when
it is in the air without any contact with the ground surface. There are
different solutions to counteracting the weight: for example, we can
use an aerostatic force generated by a balloon filled with a gas lighter
than air. We can also use a lifting thrust generated by a propulsion
system such as a rocket engine, a jet engine or a propeller.
Thrust
Aerostatic
force
Weight
Thrust
Weight
Weight
Fig. 1.6
Fig. 1.7
Weight
The relative motion of the aircraft through the air can generate a
downward acceleration of the air, giving a reaction force in the
opposite direction called lift.
1 - 4
Basics.
Principles of Flight
Lift
(reaction force)
Mass of
air downwards
(action force)
Fig. 1.8
Lift
ht p
Total
aerodynamic
force
ath
Dra
Fig. 1.9
Total
aerodynamic
force
Drag
Thrust
Weight
Fig. 1.10
1 - 5
When the forces are in balance, and the resultant force acting on the
aeroplane is zero: the aircraft will neither accelerate or decelerate,
rise or descent. This situation is called equilibrium.
This means that the aeroplane will continue to fly at the same speed
and in the same direction, unless you as the pilot, or a windgust,
alter this situation.
When the forces are in balance, and the resultant force acting
on the aeroplane is zero, the situation is said to be in
EQUILIBRIUM.
The statement: WEIGHT = LIFT and THRUST = DRAG is true only
in horizontal and unaccelerated flight. When manoeuvring in
flight at constant condition all forces are also in balance and the
resultant force is still zero but with different equations, as is shown
here.
(Generating a
centrifugal
force)
(Generating a
centrifugal
force)
Lift
Lift
Weight
Weight
Lift
Lift
Drag
Thrust
Weight
Drag
Thrust
Weight
(Generating a
centrifugal
force)
Fig. 1.11
The principles of flight are concerned with how these forces are
generated and with the effects of these aerodynamic forces on motion
in the air. In order to ensure safety and to make the correct decisions
in flight, you as a pilot, must have an understanding of the laws
and of the principles that apply.
Basics.
Principles of Flight
1.2
AIR AS A FLUID.
This paragraph describes the characteristics of the fluids such as
pressure, temperature, density and the relationship between them.
Properties of fluids.
The motion of air around the aircraft generates the aerodynamic
force necessary to fly. Aerodynamics is the science that studies the
motion of fluids and the principles governing this motion. Before
dealing with some basic principles of aerodynamics we must define
what a fluid is and describe its properties.
We can define a fluid in a very intuitive way. A fluid is a substance
that possesses the property of flowing freely and does not have a
definite shape but tends to conform to the outline of its container.
Fluids can be classified as liquids or gases. Liquids occupy a definite
volume independent of the volume in which they are contained;
gases expand to fill the entire volume of the container in which they
are placed.
Fig. 1.12
We can also observe that fluids behave differently when they are
flowing. For instance, heavy oil takes a longer time to flow and fill a
vessel than water does.
Fluids can be classified as LIQUIDS or GASES,
and they behave differently when they are flowing.
The different behaviour of fluids is due to the different internal
friction created between the layers of the fluid when it is in motion.
This is called viscosity. The viscosity (), also known as dynamic
viscosity, of a fluid is a measure of the resistance opposing the
relative motion of the molecules of a fluid.
To better understand the behaviour of fluids, we can consider two
parallel flat plates placed at a certain distance from each other. The
space between them is filled with water. One plate is fixed and the
other moves at a velocity V. Due to the viscosity of the fluid the speed
of the different layers of fluid will increase from zero near the fixed
plate to speed V near the movable plate and a certain force F is
needed to move the plate.
Fig. 1.13
1 - 7
If we consider the same situation but with oil filling the space, we can
see that due to the higher viscosity, but with the same force, a lower speed
than the previous one is reached. A fluid with a higher viscosity will
therefore flow more slowly than a fluid of lower viscosity. We therefore say
that oil has a higher viscosity than water.
F
.
e
V
h
Oil
(F/A)
shear stress
=
.
(e/h)
rate of shear strain
Fig. 1.14
;;
;;
;;
Fig. 1.15
1c
1c
Force/cm 2
m
1c
Fig. 1.16
1 cm
PRESSURE is the ratio between the force exerted
on the surface and the unit surface itself.
1 - 8
Basics.
Principles of Flight
The temperature of a certain mass of fluid is a measure of its molecular
motion. The greater the molecular motion, the higher the temperature.
High temperature
Low temperature
Fig. 1.17
T = 0 Kelvin
;;
;;
Fig. 1.18
Lower
Higher
Equal mass
Fig. 1.19
Fluid compressibility.
1 - 9
If the fluid is a gas, or a mixture of gases like air, the change in volume can
be large and the density is therefore variable. Thus we say that gases are
compressible.
LIQUIDS are practically INCOMPRESSIBLE and as a
consequence the DENSITY is nearly CONSTANT.
GASES are COMPRESSIBLE and their density is variable.
Fig. 1.20
;;
Basics.
Principles of Flight
Fig. 1.21
We have said that air is compressible, but at speeds well below the
speed of sound, the air adapts itself in the way that it avoids being
compressed. Therefore the effect of air compressibility is
important only when the airspeed is high.
When the aircraft is flying at a high speed, > 300 kts, the air which
encounters it is compressed and phenomena such as areas with
higher density may occur in front of and near some of the surfaces.
Fig. 1.22
We will deal with this compressibility effect and shock waves in the
last chapter Aerodynamics for High Speed Aircraft. Here we
suppose that we are flying at a speed not close to the speed of sound
when the air behaves like an incompressible fluid.
CAN YOU ANSWER THESE?
What is meant by the viscocity of a fluid?
What is meant by pressure?
What is meant by temperature?
What is meant by the absolute temperature?
How does compressibility affect the density
of gases and of liquids?
During what condition does the compressibility of air
have a significant effect on the airflow around an aircraft?
TFHS and NAR
1 - 11
1.3
Streamline flow.
We will now observe the airflow around an airfoil section. Imagine
that the airflow is visualized by using smoke, here symbolized by thin
dotted lines. Due to the presence of the airfoil, the molecules of air
change their directions of motion and their speed. If the successive
molecules of air follow the same steady path, the flow of the smoke
makes steady lines. These lines are called streamlines and this type
of flow is called streamline flow because the streamline nearest
the airfoil follows the contour of the surface.
Streamlines.
Molecules
of air.
Fig. 1.23
Point 2
Velocity
2
Fig. 1.24
1 - 12
Basics.
Principles of Flight
In a streamline flow the velocity may change from
one point to another along the streamline, but at
each fixed point the velocity will be the same for
all successive elements even as time goes on.
Stream tube.
Imagine an imaginary circle in a flow. If all the streamlines passing
through the outer edge of the circle are drawn, they generate a
tubular surface which is called a stream tube. Since the velocity
vector is always tangential to the surface of such a tube, there is no
flow into or out of the tube through its imaginary walls, but only
along the tube. (For example, the walls of an ordinary garden hose
form a streamtube for the water flowing through the hose.)
Stream tube.
Streamlines
Fig. 1.25
Turbulent flow.
The airflow cannot be streamlined around all kinds of bodies. We will
now observe the airflow around a cylinder.
We can note two different behaviours of the flow around this cylinder.
Upstreams we can see streamlines follow the contour of the surface,
but due to friction and pressure distribution, they become chaotic
when they leave the contour.
Flow direction.
Fig. 1.26
Behind the cylinder, the molecules of air do not follow a steady path,
and successive molecules may travel a path which is very different
from that of the preceding molecules. This type of flow is called
turbulent flow.
TURBULENT FLOW is a flow where the molecules
of air do not follow a steady path.
If we consider a certain point in turbulent flow, the fluid molecules
flowing through that point will have different velocities and directions
as time goes on.
Flow direction.
Fig. 1.27
1 - 13
Fig. 1.28
Free stream
velocity
or
Relative
velocity
Local velocities
Fig. 1-29
Basics.
Principles of Flight
1.4
EQUATION OF CONTINUITY.
This paragraph deals with the Equation of Continuity also known as
Bernoulli's Principle.
Basics.
To begin with, we will introduce an important concept in order to
understand how a flow will adapt its motion inside as well as outside
a tube.
The principle of mass conservation says that mass in motion inside
a tube is constant and can be neither created nor destroyed.
Mass is constant and can be neither created nor destroyed.
Consider a tube with different section areas. This means that the
mass flowing through each cross section of the tube during a certain
time must be constant. The mass flowing in a cross section of the
tube during a certain time is called mass flow.
The same mass flow
in each section.
A certain
mass of air
into the tube.
Air
flow
The same
mass of air
out from the tube
Fig. 1.30
Section A2
4 m2
V2 = ?
Fig. 1.31
1 - 15
1.5
BERNOULLI'S THEOREM.
This paragraph deals with the static and dynamic pressure and
describes the relationship between the airflow speed and the pressure
exerted on the airfoil.
Static pressure.
If we consider a certain mass of air at rest, we can measure the
pressure of the air exerted in all directions on a surface. This
pressure is called the static pressure of the atmosphere. This static
pressure of the atmosphere is caused by the weight of the air above
the surface. In a fluid or a gas like the atmosphere, the static
pressure acts equally in all directions.
ic
spher
Atmo
e
r
pressu
Different weight
at different locations
of the atmosphere
Atmos
pher
pressu ic
re
The Earth
High pressure
Low pressure
Fig. 1.32
1 - 16
Basics.
Principles of Flight
Dynamic pressure.
If there is a higher static pressure at one location than at another, there
is unbalance. However, the air strives for a balanced situation. Thus, in
order to create a balanced situation, the air will fill the lower pressure
area by flowing as a wind from the higher to the lower pressure.
r
Highe ic
h
p er
atmos re
pressu
Wind is caused by
pressure differences.
Lower
atmosp
her
pressu ic
re
The Earth
Fig. 1.33
High pressure
Low pressure
;;;
;;
;;;
;;
;;;;;
This force is incorrectly called "pressure", physically speaking . It is
a force caused by the energy from the motion of the air. However,
this force is normally called the dynamic pressure. The dynamic
pressure depends on the speed of the hand relative to the air.
Moreover, the dynamic pressure also depends on the density of the
air.
If the relative speed between the air and the hand is increased, the
dynamic pressure is also increased. This is due to the greater
number of molecules per second that strikes the hand.
Low velocity
High velocity
Fig. 1.34
1 - 17
Fig. 1.35
1 - 18
The same
mass flow.
;;
;;
Basics.
Principles of Flight
A certain
mass flow.
Fig. 1.36
The static pressure normal to the body in the figure, will vary
according to the change in speed over the obstruction. In the section
where the speed has been increased, the static pressure decreases
since the total pressure does not change in an incompressable
flow.
The static pressure reaches a minimum value where the speed and
the dynamic pressure are at their maximum. After that the speed
decreases gradually and consequently the static pressure increases
again.
In the next figure we will see how dynamic and static pressure
change over the region.
A certain
dynamic- and
static pressure.
Highest
static pressure
Lowest
static pressure
Fig. 1.37
1 - 19
The static pressure has its minimum value where the speed and the
dynamic pressure are at their maximum.
1.6
1 - 20
Basics.
Principles of Flight
Force
Fig. 1.39
Fig. 1.40
Higher pres
sur
e
Fluid
element
Lower pr
ess
ur
Centrifugal
force
Force
caused by
pressure
differences
Fig. 1.41
1 - 21
In
cr
ea
se
ve
lo
cit
If the airflow has to follow the same curved surface at a higher speed there
will be a higher pressure difference, i.e. there will be lower static
pressure over the curved surface. Consequently, a higher speed of the
fluid over a concave surface will cause a lower static pressure. The effect
that the airflow deflects from its original path and instead follows the
curved surface is known as the Coanda effect.
Fluid
element
High
pres er
sure
.
ss
h lower p
uc
re
M
Centrifugal
force
A greater force
caused by
a higher pressure
difference.
Fig. 1.42
However, at a certain flow velocity the fluid elements are not able to
follow the curved path due to the viscosity of air, and the flow will be
turbulent.
Action force
Reaction force
Action force
Reaction force
Fig. 1.43
Reaction force
Heavy body
Light body
Action force
Reaction force
Fig. 1.44
1 - 22
Basics.
Principles of Flight
In the same way, the wing will influence the surrounding mass of air.
If the air is pushed downwards (action force) a corresponding
reaction force upwards will be exerted on the wing.
Mass
of air
Action force
acting on the airflow.
Downwards
diversion of air
(= downwash)
Fig. 1.45
Mass
of air
Action force
acting on the airflow.
Fig. 1.46
1 - 23
Upwash
Downwash
Above the trailing edge
there is a slightly less
downwash angle than at
the trailing edge.
Wing section
Fig. 1.47
Downwash angle at
the trailing edge.
Below the trailing edge
there is a slightly less
downwash angle than at
the trailing edge.
However, since there is no mechanical link between the air and the
wings, as there is between the ground and the landing gear when the
aircraft is on the ground, the only way a diversion of air can be
transformed into a reaction force, is by pressure differences around
the wings. However, contrary to what one
might believe, the pressure differences
are not dominated by the high
Not
pressure below the wings, due
higher
to the diversion of the air.
Fig. 1.48
pressure
only!
Instead, the pressure difference is dominated by a lower pressure
above the wings (light area in the figure below) compared to the
surrounding static pressure and the slight, if any, higher pressure
below the wing. The pressure difference that acts on the surfaces
creates a force that, multiplied with the corresponding area, is equal
to and opposite to the gravitational action, i.e. the weight.
Pressure
difference.
Lower pressure
above the wing
than below the wing
causes a pressure
difference that acts
as a lift force.
Fig. 1.49
;;
Basics.
Principles of Flight
Uncompressed flow.
Low subsonic speed.
Compressed flow.
Supersonic speed.
Freestream 0
Freestream +
Fig. 1.50
1.7
1 - 25
When a wing is moving through the air, the air adapts itself to the changed
situation. A good way to see how the elements of air change their positions
in the vicinity of a moving airfoil, is to study a picture relative to the air
instead of relative to the airfoil i.e. the section of air is fixed and the
airfoil is moved.
In the figure below an airfoil (black) is moving from a stationary
position to the right (illustrated by a grey section) to the present
position at left where the picture was taken. The dotted lines
illustrate particles in the air changing their position during the
motion of the airfoil.
Fig. 1.51
As is illustrated, you can see that the particles near the upper
surface will be moved up- rear- and downwards, and those at the
lower part will be moved mainly downwards.
Note! The vortex behind the starting point is a "starting vortex" which
causes the motion below the surface to be more rearwards, and the
motion above the surface to be more steeply downwards compared to
a situation where the airfoil is in continuous motion.
As soon as the wing starts moving, the lower surface of the wing
pushes the air downwards and slightly forwards. Thus, a slightly
higher pressure will be developed below the wing surface.
The air near the leading edge tries to avoid the high pressure
below and flows upwards towards the lower pressure area/region,
making these particles of air flow first slightly forwards, then
upwards-rearwards at a relatively high speed. The air near the upper
surface, however, has to fill the low pressure region where the upper
surface of the wing was just positioned, causing the particles of air
to flow rearwards and downwards.
The next figure illustrates how a particle of air positioned slightly in
front of and below an arriving airfoil, will travel around the airfoil and
make a circular path as shown.
1 - 26
Basics.
Principles of Flight
A slightly lower p
1
3
3
6
6
Fig. 1.52
Velocity vector
parallel to the
surface (black)
Direction of motion
and velocity
(white)
Fig. 1.53
The velocity of the air, i.e. its particles, will have the highest velocity
relative to the airfoil where it flows from the highest to the lowest
pressure, i.e. at the forward part of the upper surface of the wing.
The highest flow velocity parallel to the surface will be
developed at the forward part of the upper surface of the
wing where the pressure gradient along the airfoil is highest.
TFHS and NAR
1 - 27
The lowest relative velocity will be where the airfoil pushes the air slightly
forwards, i.e. at the lower surface near the leading edge.
Pressure distribution.
In order to make it easier to see what happens to the flow and the
pressure distribution, we will from now on regard a fixed airfoil in an
airflow. Imagine a very thin flat plate in a flow. If the plate is parallel
to the free stream direction, the flow will be undisturbed.
Flow
direction
Fig. 1.54
If we change the angle between the plate and the flow direction, called
the angle of attack (abbreviated A.o.A or ), the pressure situation
and the flow pattern around the plate will be altered. Due to the angle
of attack, the air will accelerate downwards giving a slightly higher
pressure below the surface and a slightly lower pressure above the
surface. The air in front of the plate will adapt to the new situation
and avoid the higher pressure on the lower side and try to fill the
lower pressure on the upper side, just as in figure 52, with an airfoil.
A slight upwash is therefore created in front of the plate.
Flow
direction
Upwash.
A.o.A
+
Fig. 1.55
The higher pressure below and the lower pressure above the
plate will cause an upwash of the air in front of the plate.
The air that flows near the leading edge upper surface speeds up
further as it flows from a higher to a lower pressure. This increase
in speed along the airfoil causes a local small decrease in the static
pressure normal to the airfoil surface. In addition to that, the
acceleration of the mass of air in the very curved path around the
leading edge of the plate will lead to an additional decrease in the
static pressure on the surface.
When the flow has passed the leading edge, the speed of the flow
decreases again as it approaches the trailing edge where there is a
comparatively higher pressure. However, the higher flow velocity
along the upper surface of the airfoil, combined with its streamline
motion pattern, will cause a decrease in the static pressure which is
normal to the surface.
The higher flow velocity at the upper surface
causes a decrease in static pressure.
On the contrary, the lower flow velocity along the lower surface of the
airfoil will cause a slightly higher static pressure.
1 - 28
Basics.
Principles of Flight
The figure below illustrates the static pressure around the plate at rest
(dotted arrows), and in a motion relative to the air (solid arrows).
Local pressure
at zero velocity
Local pressure
at a certain velocity
Flow
direction
Fig. 1.56
Note! the pressure difference in this and all other figures is exaggerated
in order to be more prominent in the picture, and it illustrates only the
principles of change of pressure. In reality there is only a small
percentages of change, and the distribution may vary much in detail
depending on the shape of the airfoil section and the angle of attack.
Thus, as a consequence of the flow around the plate, there will be a
difference in pressure between the upper and lower surfaces of the
plate. In the next figure, the difference in pressure is illustrated in
different shades: the paler shade of grey represents a lower pressure,
and the darker shade of grey represents a higher pressure than the
region out of influence.
Fig. 1.57
LIFT
Total
aerodynamic
force
DRAG
Fig. 1.58
1 - 29
Fig. 1.59
Local pressure
at a certain velocity
Flow
direction
Fig. 1.60
Local pressure
at zero velocity
Local pressure
at a certain velocity
Flow
direction
Fig. 1.61
LIFT
DRAG
+
Fig. 1.62
1 - 30
;;
;;
Basics.
Principles of Flight
Local pressure
at a certain velocity
Flow
direction
Fig. 1.63
LIFT
Total
aerodynamic
force
DRAG
Fig. 1.64
A normal airfoil section gives a greater lift and less drag than
that generated by a flat plate at the same angle of attack .
1 - 31
;;
;;
;;
;;
TFHS and NAR
Before analysing the airflow around an airfoil any further, some terminology
concerning the airfoil section need to be introduced.
Airfoil terminology.
The mean camber line is the line drawn halfways between the upper
and lower surfaces of the airfoil. This line gives us a picture of the
average curvature of the airfoil section. The shape of the mean camber line
is very important when determining the aerodynamic characteristics of
the airfoil section.
Fig. 1.65
The point where the mean camber line intersects the front part of the
airfoil section is the leading edge, while the point where the mean
camber line intersects the rear part is the trailing edge.
Leading edge
Trailing edge
Fig. 1.66
The chord line is a straight line joining the leading edge and the
trailing edge. The length of the chord line is called chord (c).
Chordline.
Chord.
Fig. 1.67
The chord of a wing may vary greatly from root to tip. Mostly the
root chord is greater than the tip chord. The reasons for varying
the chord along the span, are expressed in chapter 4 paragraph
2, and chapter 7, paragraph 2.
Root chord.
Fig. 1.68
1 - 32
Tip chord.
;;
;;
;;
Basics.
Principles of Flight
The distance between the mean camber line and the chord line is
called the camber. The point where the distance between the mean
camber line and the chord line is the greatest, is called the maximum camber.
Maximum camber
Camber
Chordline.
Fig. 1.69
The distance between the mean camber line and the chord
line is called the camber. The point where this distance is
greatest, is called the maximum camber.
Maximum thickness
Fig. 1.70
Equal camber
Zero camber
Symmetrical ai
rfoil
Fig. 1.71
The radius of the leading edge of the airfoil has a great impact on the
behaviour of the flow around the airfoil. A relatively great nose radius
makes it easier for the airflow to follow the airfoil upper surface at
high angles of attack. A very small nose radius may cause the flow
separation to start at the leading edge instead of the trailing edge.
1 - 33
;;
;;
TFHS and NAR
Nose radius
Fig. 1.72
Angle of Attack
(A.o.A or )
Chordline.
Fig. 1.73
The figure below shows a climb situation, where the pitch angle from
the horizon to the aircraft axis is rather great, but the angle of attack
from the air flow to the aircraft axis is small.
Flig
ht p
ath
Climb angle
Air
Angle of Attack
(A.o.A)
flow
Horizon
Fig. 1.74
;;
;
Principles of Flight
Basics.
Upwash
Downwash
Stagnation point
Fig. 1.75
The air following the upper surface accelerates towards the area with
lower pressure, reaching the maximum speed where the pressure
gradient is at maximum at approximately the thickest part of the
airfoil section, and then decelerates gradually as it deviates from the
area with lowest pressure.
Acceleration
towards the
lower pressure
Deceleration from
the area with
lowest pressure.
Fig. 1.76
The air that flows under the airfoil is deviated upwards ahead of the
airfoil in order to avoid the higher pressure below the surface and
decelerate as it flows towards the higher pressure. The air will
thereafter progressively accelerate when coming nearer the trailing
edge.
Fig. 1.77
Deceleration
Area with the Acceleration from
the area with
towards the
highest pressure.
highest pressure.
higher pressure
1 - 35
;;
;;
TFHS and NAR
A.o.A 5 o
Flow speed
Fig. 1.78
A.o.A 10 o
Flow speed
Fig. 1.79
On a cambered airfoil section with a very low A.o.A , both upper and
lower surface pressure can be lower than the free stream static
pressure. But, as long as a lift is produced, there is consequently a
pressure difference between the surfaces.
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Basics.
Principles of Flight
A.o.A 0 o
Flow speed
Fig. 1.80
Fig. 1.81
Centre of pressure.
Centre of pressure.
C.P.
Drag
~25% c
Fig. 1.82
The location of the C.P. varies with the angle of attack but in general
it is located within the forward half of the chord, approx. 25 % of the
chord.
TFHS and NAR
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Basics.
Principles of Flight
1.8
This paragraph deals with the behaviour of the lift when there is a
change in the angle of attack. It introduces the critical angle of attack
and the concept of stall.
Let us now examine how the airflow around the airfoil changes when
the angle of attack increases. When the angle of attack is low, we will
see a streamline flow around the airfoil. The streamlines follow the
upper surface of the wing all the way to the trailing edge. The air flows
first towards decreasing pressure, then towards increasing pressure.
Flowing towards decreasing pressure
= acceleration
Stagnation point
Flowing towards
increasing pressure
= deceleration
Flowing towards
decreasing pressure
= acceleration
Fig. 1.83
Greater acceleration
Greater deceleration
Fig. 1.84
--
++
Fig. 1.85
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TFHS and NAR
When the A.o.A is increased, the area of separation becomes greater and
more turbulent. The point where the separation starts, called the
separation point, moves forward to the area with the lowest pressure.
---
Separation point
Flow directions
+
++
Fig. 1.86
At a certain value of the angle of attack for that aerofoil, called the
critical angle of attack, crit, or stall angle of attack, is exceeded
the airflow is separated on a very large portion of the upper surface
of the airfoil. The separation of airflow makes the static pressure in
this area increase which means less pressure difference in comparison
with the pressure on the lower surface. The lift will not increase any
further. This condition is defined as airfoil stall.
Separation point
+
++
Fig. 1.87
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Basics.
Principles of Flight
Stall
A.o.A
Fig. 1.88
Once the stall angle of attack is exceeded, the airflow breaks away
completely from the upper surface of the airfoil; the airfoil is stalled.
The streamline flow over the upper surface of the airfoil is reduced
and as a consequence, the zone of lower static pressure on the upper
surface of the airfoil is also much reduced.
When the airflow over the wing is separated from the surface, the
downward acceleration of the air mass is greatly reduced, as can
be seen in the figures 85 to 87. Therefore this stalled condition is also
called: loss of impulse.
The stalled condition is also called: loss of impulse.
The shape of the trailing edge is very important in this matter. A very
sharp trailing edge will allow the upper airflow to maintain a higher
speed at a higher A.o.A. If the trailing edge is rounded, the high
pressure from the lower side will easily flow upwards/forwards and
slow down the flow velocity from the upper surface, giving a rather
low critical angle of attack.
Separation point
Sharp trailing edge.
Equal A.o.A.
Separation point
Rounded
trailing edge.
Fig. 1.89
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TFHS and NAR
Lift
Stall
A.o.A
Drag
Fig. 1.90
Once the critical angle of attack is exceeded and the airfoil is stalled,
the total aerodynamic force is pointed more rearwards. The lift
decreases dramatically, and the centre of pressure moves rearwards.
At stall
At critical A.o.A
Lift
Lift
DRAG
DRAG
C.P. rearwards
Fig. 1.91
We have seen that the lift increases with an increase in the angle of
attack up to the point where it reaches its maximum value. The
maximum value of lift is obtained when the angle of attack is equal
to the stall angle of attack.
An angle of attack higher than the stall angle of attack will only
reduce the lift.
The maximum value of lift is obtained when the angle
of attack is equal to the stall angle of attack.
In the chapter 2 "Lift" and chapter 7 "Stalling", you will find further
information on this concept.
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Basics.
Principles of Flight
1 - 43