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    Configuration Aerodynamics: Lift Coefficient

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    a320neo
    Aerodynamic parameters needed to evaluate airplane performance include: 1) The lift curve slope is needed to establish trim conditions. 2) The maximum lift coefficient is needed to estimate stall airspeed. 3) A drag polar model is required for flight performance predictions like range.

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    Configuration Aerodynamics: Lift Coefficient

    Uploaded by

    a320neo
    142 views13 pages
    Aerodynamic parameters needed to evaluate airplane performance include: 1) The lift curve slope is needed to establish trim conditions. 2) The maximum lift coefficient is needed to estimate stall airspeed. 3) A drag polar model is required for flight performance predictions like range.

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    MAE155A_Lecture08.pdf

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    Aerodynamic parameters needed to evaluate airplane performance include: 1) The lift curve slope is needed to establish trim conditions. 2) The maximum lift coefficient is needed to estimate stall airspeed. 3) A drag polar model is required for flight performance predictions like range.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    142 views13 pages

    Configuration Aerodynamics: Lift Coefficient

    Uploaded by

    a320neo
    Aerodynamic parameters needed to evaluate airplane performance include: 1) The lift curve slope is needed to establish trim conditions. 2) The maximum lift coefficient is needed to estimate stall airspeed. 3) A drag polar model is required for flight performance predictions like range.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 13

    Configuration Aerodynamics

    Lift Coefficient
    Airfoil Data
    Planform Geometry
    Lift Curve Slope
    Drag Polar Estimation
    Induced Drag Factor
    Parasite Drag
    Drag Polar Examples
    MAE 155A
    MIG 15
    2
    MAE 155A
    Aerodynamic Parameters for Design
    A small number of aerodynamic parameters are needed to evaluate the performance
    of a new airplane configuration.
    The lift curve slope is needed to establish equilibrium trim conditions.
    The maximum lift coefficient is needed to estimate stall airspeed.
    A drag polar model is required for flight performance (e.g. range) predictions.
    W=L=qS C
    L
    q S
    |
    C
    Lo
    (o
    trim
    o
    L0
    )+C
    L6
    6
    trim
    V
    stall
    =
    .
    2W
    jS C
    L , max
    C
    D
    =C
    D, 0
    +K C
    L
    2
    o
    trim
    =trimangleof attack
    6
    trim
    =trimcontrol surface deflection
    3
    MAE 155A
    Airfoil Nomenclature
    The cross-sectional shape of a wing (or tail surface) is called an airfoil.
    Chord Line
    Chord (c)
    Thickness
    Mean Camber Line
    Camber
    Airflow
    Leading Edge
    Trailing Edge
    o
    4
    MAE 155A
    Airfoil Data
    NASA (formerly NACA) has compiled pages of data for various airfoil shapes.
    Nicolai Appendix F includes many samples
    More data at http://www.ae.illinois.edu/m-selig/ads/coord_database.html
    o
    ol
    o=angle of attack
    c
    l
    c
    l , max
    Attached Flow
    Separated Flow
    m
    0
    =
    d c
    l
    d o
    =lift curve slope
    o
    cl , max
    o
    *
    5
    MAE 155A
    Planform Geometry
    \=
    c
    t
    c
    r
    AR=
    b
    2
    S
    =
    2b
    c
    r
    (1+\)
    S=
    b
    2
    c
    r
    (1+\)

    c=
    2
    3
    c
    r (
    1+\+\
    2
    1+\
    )
    y
    mgc
    =
    b(1+2\)
    6(1+\)
    x
    mgc
    =
    b(1+2\)
    6(1+\)
    tan A
    L E
    c
    t
    c
    r

    c
    b
    c
    t
    c
    t
    x
    mgc
    y
    mgc
    A
    L E
    Taper
    Ratio
    Area
    Aspect
    Ratio
    Mean
    Geometric
    Chord
    6
    MAE 155A
    Lift Curve Slope for a Finite Wing
    Trailing wake vortices produce a downwash component on the finite wing, causing
    induced drag and a lower effective angle-of-attack.
    o
    i
    =
    C
    L
    (1+t)
    nAR
    o
    i
    =induced angle of attack
    t=nonelliptic correction
    m
    0
    =airfoil lift curve
    C
    L
    =m
    0
    (oo
    i
    )=m
    0(
    o
    C
    L
    (1+t)
    n AR
    )
    C
    L
    o
    C
    Lo
    =
    m
    0
    1+
    m
    0
    (1+t)
    nAR
    C
    L
    =
    m
    0
    o
    1+
    m
    0
    (1+t)
    nAR
    7
    MAE 155A
    Compressibility, Wing Sweep and Max CL
    The airplane lift curve slope, including wing sweep and compressibility effects, is
    estimated by the following formula.
    Airplane maximum lift coefficient depends upon the wing taper and aspect ratios.
    An empirical estimation method is given in Nicolai Chapter 9 [Equations 9.5 to 9.7]
    C
    L o
    =
    2nAR
    2+
    .
    4+AR
    2

    2
    (
    1+
    tan
    2
    A

    2
    )
    =.1M
    2
    A=sweep at maximumthickness
    The following equation represents a first approximation of the lift curve slope in
    supersonic flight.
    C
    L o
    =
    4
    .

    2
    1
    M>
    1
    cos A
    L E
    8
    MAE 155A
    Flaps
    A low value for stall speed leads to a safer airplane (slower landing speeds).
    Control surfaces are also modeled as equivalent to a flap deflection.
    6
    o
    L0
    o=angle of attack
    C
    L
    o
    L0
    (no flaps)
    6=0
    6=15 deg
    6=45deg
    Trailing edge flap
    C
    L6

    C
    L
    6
    9
    MAE 155A
    Drag Polar Estimation
    The airplane drag polar is given by the following equation:
    The induced drag-due-to-lift factor is approximated as:
    C
    D
    =C
    D, 0
    +KC
    L
    2
    K
    1
    ne AR
    C
    D, 0
    =zerolift parasite drag coeffcient
    K=induced drag factor
    e=1.78(10.045 AR
    0.68
    )0.64 Subsonic:
    Supersonic:
    e=4.61(10.045 AR
    0.68
    )(cos A
    L E
    )
    0.15
    3.1
    A
    L E
    30deg
    A
    L E
    >30deg
    K
    1
    C
    Lo
    10
    MAE 155A
    Parasite Drag Coefficient
    Initial estimates of the zero-lift parasite drag coefficient are made using the equivalent
    skin friction method.
    C
    D , 0
    =1.25
    |
    C
    F , fus
    S
    F
    S
    +C
    F , nose
    2
    .
    3
    S
    N
    S
    +C
    F , wing
    S
    W
    S
    +C
    F , tail
    S
    T
    S

    C
    F
    =
    1.328
    .Re
    C
    F
    =
    0.455
    |
    log
    10
    Re

    2.58
    Laminar: Turbulent:
    Re=
    jV t
    j
    j=density
    j=viscosity
    t =total length ( fuselage)
    t =mean chord length ( wing/ tail )
    Reynolds:
    S
    F
    =fuselage wetted area
    S
    N
    =nose wetted area
    S
    W
    =wing wetted area
    S
    T
    =tail wetted area
    Wetted area means
    the total area that is
    exposed to the
    passing fluid
    11
    MAE 155A
    Drag Polar Examples : Transport
    N
    i
    c
    o
    l
    a
    i
    ,

    L
    .
    M
    .

    A
    n
    d

    C
    a
    r
    i
    c
    h
    n
    e
    r
    ,

    G
    .
    E
    .
    ,

    F
    u
    n
    d
    a
    m
    e
    n
    t
    a
    l
    s

    o
    f

    A
    i
    r
    c
    r
    a
    f
    t

    a
    n
    d

    A
    i
    r
    s
    h
    i
    p

    D
    e
    s
    i
    g
    n
    ,

    A
    I
    A
    A
    ,

    2
    0
    1
    0
    .

    12
    MAE 155A
    Drag Divergence Mach Number
    The critical Mach number occurs when shocks first form on the aircraft.
    The drag divergence Mach number occurs when the shocks begin to affect drag.
    M
    cr
    M
    D
    1.0
    Raymer, Aircraft Design, AIAA, 2006
    C
    D , 0
    M
    cr
    M
    D
    1.0 1.2
    13
    MAE 155A
    Drag Polar Examples : Fighters
    Nicolai, L.M. And Carichner, G.E., Fundamentals of Aircraft and Airship Design, AIAA, 2010.

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