Lifting-Line Theory

Lifting-line theory
The Prandtl lifting-line theory[1] is a

mathematical model that predicts lift
distribution over a three-dimensional
wing based on its geometry. It is also
known as the Lanchester–Prandtl wing
theory.[2]
The theory was expressed

independently[3] by Frederick W.
Lanchester in 1907,[4] and by Ludwig
Prandtl in 1918–1919[5] after working
with Albert Betz and Max Munk.
In this model, the vortex loses strength
along the whole wingspan because it is
shed as a vortex-sheet from the trailing
edge, rather than just at the wing-tips.[6][7]
Introduction
An unrealistic lift distribution that neglects three-

dimensional effects
A lift distribution as observed over a (finite)

A lift distribution as observed over a (finite)
trapezoidal wing
On a three-dimensional, finite wing, lift

over each wing segment (local lift per
unit span, or ) does not correspond
simply to what two-dimensional analysis
predicts. Instead, this local amount of lift
is strongly affected by the lift generated
at neighboring wing sections.
It is difficult to predict analytically the

overall amount of lift that a wing of given
geometry will generate. The lifting-line
theory yields the lift distribution along the
span-wise direction, based only on
the wing geometry (span-wise
distribution of chord, airfoil, and twist)
and flow conditions ( , , ).
Principle
The lifting-line theory applies the concept
of circulation and the Kutta–Joukowski
theorem,
so that instead of the lift distribution

function, the unknown effectively
becomes the distribution of circulation
over the span, .
The lift distribution over a wing can be
modeled with the concept of circulation
A vortex is shed downstream for every

span-wise change in lift
Modeling the (unknown and sought-after)

local lift with the (also unknown) local
circulation allows us to account for the
influence of one section over its
neighbors. In this view, any span-wise
change in lift is equivalent to a span-wise
change of circulation. According to
Helmholtz's theorems, a vortex filament
cannot begin or terminate in the air. Any
span-wise change in lift can be modeled
as the shedding of a vortex filament
down the flow, behind the wing.
This shed vortex, whose strength is the

derivative of the (unknown) local wing
circulation distribution, , influences
the flow left and right of the wing section.
The shed vortex can be modeled as a

vertical velocity distribution
The upwash and downwash induced by
the shed vortex can be computed at each
neighbor segment.
This sideways influence (upwash on the

outboard, downwash on the inboard) is
the key to the lifting-line theory. Now, if
the change in lift distribution is known at
given lift section, it is possible to predict
how that section influences the lift over
its neighbors: the vertical induced
velocity (upwash or downwash, ) can
be quantified using the velocity
distribution within a vortex, and related to
a change in effective angle of attack over
neighboring sections.
In mathematical terms, the local induced

change of angle of attack on a given
section can be quantified with the
integral sum of the downwash induced
by every other wing section. In turn, the
integral sum of the lift on each
downwashed wing section is equal to the
(known) total desired amount of lift.
This leads to an integro-differential

equation in the form of
where
is expressed solely in terms of the

wing geometry and its own span-wise
variation, . The solution to this
equation is a function, , that

accurately describes the circulation (and
therefore lift) distribution over a finite
wing of known geometry.
Derivation
(Based on.[8])
Nomenclature:
is the circulation over the entire

wing (m²/s)
is the 3D lift coefficient (for the
entire wing)
is the aspect ratio
is the freestream angle of attack
(rad)
is the freestream velocity (m/s)
is the drag coefficient for
induced drag
is the planform efficiency factor
The following are all functions of the

wings span-wise station (i.e. they can
all vary along the wing)
is the 2D lift coefficient (units/m)

is the 2D circulation at a section
(m/s)
is the chord length of the local
section
is the local change in angle of
attack due to geometric twist of the
wing
is zero-lift angle of attack of that
section (depends on the airfoil
geometry)
is the 2D lift coefficient slope
(units/m⋅rad, and depends on airfoil
geometry, see Thin airfoil theory)
is change in angle of attack due to
downwash
is the local downwash velocity
To derive the model we start with the

assumption that the circulation of the
wing varies as a function of the spanwise
locations. The function assumed is a
Fourier function. Firstly, the coordinate
for the spanwise location is
transformed by , where y is
spanwise location, and s is the semi-
span of the wing.
and so the circulation is assumed to be:
Since the circulation of a section is

related the by the equation:
but since the coefficient of lift is a
function of angle of attack:
hence the vortex strength at any

particular spanwise station can be given
by the equations:
This one equation has two unknowns:

the value for and the value for .
However, the downwash is purely a
function of the circulation only. So we
can determine the value in terms of
, bring this term across to the left
hand side of the equation and solve. The
downwash at any given station is a
function of the entire shed vortex
system. This is determined by integrating
the influence of each differential shed
vortex over the span of the wing.
Differential element of circulation:
Differential downwash due to the

differential element of circulation (acts
like half an infinite vortex line):
The integral equation over the span of
the wing to determine the downwash at a
particular location is:
After appropriate substitutions and

integrations we get:
And so the change in angle attack is

determined by (assuming small angles):
By substituting equations 8 and 9 into
RHS of equation 4 and equation 1 into
the LHS of equation 4, we then get:
After rearranging, we get the series of

simultaneous equations:
By taking a finite number of terms,

equation 11 can be expressed in matrix
form and solved for coefficients A. Note
the left-hand side of the equation
represents each element in the matrix,
and the terms on the RHS of equation 11
represent the RHS of the matrix form.
Each row in the matrix form represents a
different span-wise station, and each
column represents a different value for n.
Appropriate choices for are as a linear

variation between . Note that this
range does not include the values for 0
and , as this leads to a singular matrix,
which can't be solved.
Lift and drag from

coefficients
The lift can be determined by integrating
the circulation terms:
which can be reduced to:
where is the first term of the solution

of the simultaneous equations shown
above.
The induced drag can be determined

from
which can also be reduced to:
where are all the terms of the

solution of the simultaneous equations
shown above.
Moreover, this expression may be

arranged as a function of in the
following way :
where
is the span efficiency factor
Symmetric wing
For a symmetric wing, the even terms of
the series coefficients are identically
equal to 0, and so can be dropped.
Rolling wings
When the aircraft is rolling, an additional
term can be added that adds the wing
station distance multiplied by the rate of
roll to give additional angle of attack
change. Equation 3 then becomes:
where
is the rate of roll in rad/sec,
Note that y can be negative, which

introduces non-zero even coefficients in
the equation that must be accounted for.
Control deflection
The effect of ailerons can be accounted
by simply changing term in Equation
3. For non-symmetric controls such as
ailerons the term changes on each
side of the wing.
Elliptical wings
For an elliptical wing with no twist, with:
The chord length is given as a function of

span location as:
Also,
This yields the famous equation for the
elliptic induced drag coefficient:
where
is the value of the wing span,

is the position on the wing span,
and
is the chord.
Useful approximations
A useful approximation is that
[9]
where
is the 3D lift coefficient for

elliptical circulation distribution,
is the 2D lift coefficient slope
(see Thin Airfoil Theory),
is the aspect ratio, and
is the angle of attack in radians.
The theoretical value for is 2 . Note

that this equation becomes the thin
airfoil equation if AR goes to infinity.[10]
As seen above, the lifting-line theory also

states an equation for induced
drag:.[11][12]
where
is the drag coefficient for

induced drag,
is the 3D lift coefficient, and
is the aspect ratio.
is the planform efficiency factor
(equals 1 for elliptical circulation
distribution, and usually tabulated for
other distributions).
Limitations of the theory

The lifting line theory does not take into
account the following:
Compressible flow
Viscous flow
Swept wings
Low aspect ratio wings
Unsteady flows
See also
Horseshoe vortex
Thin Airfoil Theory
Vortex lattice method
Notes
1. Anderson, John D. (2001), Fundamental
of aerodynamics, McGraw-Hill, Boston.
ISBN 0-07-237335-0. p360
2. Houghton, E. L.; Carpenter, P.W. (2003).
Butterworth Heinmann, ed. Aerodynamics
for Engineering Students (5th ed.).
ISBN 0-7506-5111-3.
3. Kármán, Theodore von (1954). Cornell
University Press (reproduced by Dover in
2004), ed. Aerodynamics: Selected Topics
in the Light of their Historical
Development. ISBN 0-486-43485-0.
4. Lanchester, Frederick W. (1907).
Constable, ed. Aerodynamics.
5. Prandtl, Ludwig (1918). Königliche
Gesellschaft der Wissenschaften zu
Göttingen, ed. Tragflügeltheorie.
6. Abbott, Ira H., and Von Doenhoff, Albert
E., Theory of Wing Sections, Section 1.4
7. Clancy, L.J., Aerodynamics, Section
8.11
8. Sydney University's Aerodynamics for
Students (pdf)
9. Ref?
10. Aerospace Web's explanation of lift
coefficient
11. Abbott, Ira H., and Von Doenhoff,
Albert E., Theory of Wing Sections,
Section 1.3
12. Clancy, L.J., Aerodynamics, Equation
5.7
References
Clancy, L.J. (1975), Aerodynamics,
Pitman Publishing Limited, London.
ISBN 0-273-01120-0
Abbott, Ira H., and Von Doenhoff,
Albert E. (1959), Theory of Wing
Sections, Dover Publications Inc., New
York. Standard Book Number 486-
60586-8
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The Prandtl lifting-line theory[1] is a

The theory was expressed

An unrealistic lift distribution that neglects three-

A lift distribution as observed over a (ﬁnite)

On a three-dimensional, ﬁnite wing, lift

It is difﬁcult to predict analytically the

so that instead of the lift distribution

A vortex is shed downstream for every

Modeling the (unknown and sought-after)

This shed vortex, whose strength is the

circulation distribution, , inﬂuences

the ﬂow left and right of the wing section.

The shed vortex can be modeled as a

This sideways inﬂuence (upwash on the

In mathematical terms, the local induced

This leads to an integro-differential

is expressed solely in terms of the

variation, . The solution to this

equation is a function, , that

is the circulation over the entire

The following are all functions of the

is the 2D lift coefﬁcient (units/m)

To derive the model we start with the

and so the circulation is assumed to be:

Since the circulation of a section is

hence the vortex strength at any

This one equation has two unknowns:

Differential element of circulation:

Differential downwash due to the

After appropriate substitutions and

And so the change in angle attack is

After rearranging, we get the series of

By taking a ﬁnite number of terms,

Appropriate choices for are as a linear

Lift and drag from

which can be reduced to:

where is the ﬁrst term of the solution

The induced drag can be determined

where are all the terms of the

Moreover, this expression may be

is the span efﬁciency factor

is the rate of roll in rad/sec,

Note that y can be negative, which

The chord length is given as a function of

is the value of the wing span,

is the 3D lift coefﬁcient for

The theoretical value for is 2 . Note

As seen above, the lifting-line theory also

is the drag coefﬁcient for

Limitations of the theory

Last edited 2 months ago by an an…

Content is available under CC BY-SA 3.0 unless

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