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Surjatin WiriadidjajaDepartment for Aerospace

Faculty of Engineering

Universiti Putra Malaysia

EAS 3703: Lesson-2

Aerodynamics

OfThe Airplanes

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AtmosphereFight Environment

In the ocean, pressure andtemperature vary, but density

nearly constant (submarine).

In the atmosphere, density,

pressure, and temperature vary

with altitude (aircraft).

Pressure drops as altitude

increases, while temperature

follows a series of decreases and

increases.

But the atmosphere is a

dynamically changing system

depending on season, time of day

and many other factors.

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AtmosphereStandard Atmosphere

It is defined to relate flight tests, wind tunnel results, airplane design andperformance to a common reference.

It can be found in most flight related books in form of tables consisting ofmean values ofp, and Tas functions ofaltitudes.

Altitude:There are six different defined altitudes, i.e., absolute, geometric, geo-potential,

pressure, temperature, and density altitudes.

Geometric altitude, hG geometric height above sea level.

Absolute altitude, ha height above the center of the Earth.

Geo-potential altitude, h fictious,g = const = g0 is assumed.

Other defined altitudes obtained from the standard atmosphere byusing measured values of p, T, and in an

actual flight.

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Ifris the radius of the Earth andg0is the gravitational acceleration at

sea level, the Newtons Law of

gravitation implies, that the local

gravitational acceleration, g at an

altitude ha is

p, , and Tas function of altitude

through the hydrostatic equationAssuming g=g0for all h :

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Isothermal Layer:Integration between h1 & p1(at the base

and h & p above the base.

Gradient Layer:Integration between h1 & T1(at the base and

h & Tabove the base, with the lapse rate,

e.g., or through:

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Starting at sea level with h=0 andthe defined quantities:

the atmospheric quantities in the

first gradient layer can be

calculated by using.

Thereafter, the first isothermal

layer can be found. The quantities

at the upper layers can also be

created subsequently.

With the above steps, the standard

atmosphere is constructed.

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Flight RegimesMach and Re Categories

Flight regimes can be divided into Mach and Re categories, with Re strongly

related to the degree of laminar or turbulent flow and Mach number relating

to compressibility and shocks.

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Flow SimilarityReynolds Number & Mach Number

Re Number:

Mach Number:

To match the aircraft physics, we need to match the important physicaldimensionless parameters same geometry and same Re & Ma would give the

same physics needed for wind tunnel tests.

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From the wind tunnel to full scale, it is practically impossible to match both Re andM simultaneously. It is important to do separate experiments, and look at regimes

where variations in Re or M are small.

One way: to change test conditions, as done

in DNW or at ETW.

Flow SimilarityReynolds Number & Mach Number

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Airplane NomenclatureBasic Concept

If 3.a & 3.b are combined

in one piece: stabilator

1. Fuselage2. Wings

3. Empennage, consisting ofa.Horizontal stabilizer

b.Elevators,

c.Vertical stabilizersd.Rudders

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Airplane NomenclatureAirfoil and Wings

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Airplane NomenclatureStraight-and-Level Flight

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Airplane NomenclatureAxes of Control

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Airplane NomenclatureThe Turn

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Airplane NomenclatureThe Turn

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Airplane FlightThe creation of Lift

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AirplaneAirfoil Pressure Coefficient

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AirplaneForces on Airfoil

The sources of the aerodynamic forces arethe pressure and shear stress distribution

integrated over the body.

2 Forces (lift and drag)

1 Moment to pitch CW or CCW

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AirplaneAirfoil geometry

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AirplaneLift Coefficient

o Aerodynamics governs the primary design of any

aircraft, defining the key forces of lift and drag.

o The appropriate non-dimensional quantities for lift and

drag are the lift and drag coefficient, defined as

o These coefficients are depending onRe andM.

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AirplaneLift, Drag, & Moment

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AirplaneLift, Drag, & Moment

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AirplaneNACA 4-, 5- and 6-Digit Airfoil Series

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AirplaneWing geometry

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AirplaneThe MAC

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AirplaneWing Planform

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AirplaneWing Size

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AirplaneAR and Lift Efficiency

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AirplaneSweep and Lift Efficiency

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AirplaneLift Curve Slope & AR

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AirplaneLift to Drag Ratio

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AirplaneDrag Polar

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AirplaneDrag Coefficient

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AirplaneTypes of Drags

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AirplaneInduced Drags

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AirplaneParasite Drags

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AirplaneStreamlined vs. Bluff Body Drag

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ComparisonCylinders & Spheres

C i

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ComparisonEffect of Spin

Ai l

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AirplaneStreamlining

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AirplaneStreamlining

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AirplaneLaminar vs Turbulent

Ai l

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AirplaneBoundary Layer Thickness

Ai l

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AirplaneTurbulent Boundary Layer

Ai l

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AirplaneSeparation and Stall

Ai l

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AirplaneSurface Roughness

Ai l

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AirplaneSeparation and Bumpy Wing

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AirplaneTrips

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AirplaneDrag Prediction

Airplane

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AirplaneSkin Friction

Airplane

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AirplaneDrag Buildup

Airplane

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AirplaneDrag for Minimum Speed

Airplane

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Airplane

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Airplane

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Airplane

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AirplaneDrag and Power

Airplane

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AirplaneBest Speed

Airplane

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AirplaneHigh Speed Effects

Airplane

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AirplaneHigh Speed Effects

Airplane

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AirplaneHigh Speed Swept Wings

Airplane

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AirplaneHigh Speed Swept Wings

Airplane

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AirplaneArea Ruling

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AirplaneDelta Wing

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AirplaneDelta Wing

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AirplaneGliding Flight

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AirplaneGlide Slope & Range

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AirplaneThree View Drawing

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CIRRUS SR20-G3 CESSNA 172

Crew 1 1Capacity 3 3Length 26 272Height 811 811Wingspan 384 361Wing Area 144.9 ft2 174 ft2Wing Aspect Ratio na 7.32Wing Airfoil RONCZ NACA2412Cruise Speed 155 knot 122 knotStall Speed na 47 knotMax. Takeoff Weight 3050 lbs 2450 lbsPowerplant 200 hp, 149 kW 160 hp, 120 kW

AirplaneCharactristics

Airplane

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AirplaneAirfoil of Cessna 172

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AirplaneWing Lift Slope Summary

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The End

Documents

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