10.

LIFT AND DRAG FORCES ON A SYMMETRICAL AEROFOIL AT DIFFERENT

10.1 OBJECTIVES

To calculate the Drag and lift forces on a symmetrical aerofoil at different angle of attack.

Also calculate Drag and lift coefficients.

10.2 THEORY

10.2.1 Lift

Lift is the component of the net force (due to viscous and pressure forces) that is perpendicular to
the flow direction, and the lift coefficient was expressed as

𝐿
𝐶𝐿 =
1 2 1
2 𝜌𝑉

Fig 10.1 forces acting on an aerofoil

where A in this case is normally the plan form area, which is the area that would be seen by a
person looking at the body from above in a direction normal to the body, and V is the upstream
velocity of the fluid . For an airfoil of width (or span) b and chord length c (the length between
the leading and
trailing edges), the plan form area is 𝐴 = 𝑏𝑐. The distance between the two ends of a wing or
airfoil is called the wingspan or just the span. For an air- craft, the wingspan is taken to be the
53
total distance between the tips of the two wings, which includes the width of the fuselage
𝐹
between the wings. The average lift per unit plan form area 𝐴𝐿 is called the wing loading, which
is simply the ratio of the weight of the aircraft to the plan- form area of the wings.

For devices that are intended to generate lift such as airfoils, the contribution of viscous effects
to lift is usually negligible since the bodies are streamlined, and wall shear is parallel to the
surfaces of such devices and thus nearly normal to the direction of lift.

Then the primary consideration in the design of airfoils is minimizing the average pressure at the
upper surface while maximizing it at the lower surface. The Bernoulli equation can be used as a
guide in identifying the high- and low-pressure regions: Pressure is low at locations where the
flow velocity is high, and pressure is high at locations where the flow velocity is low. Also, lift is
practically independent of the surface roughness since roughness affects the wall shear, not the
pressure. The contribution of shear to lift is usually only significant for very small (lightweight)
bodies that can fly at low velocities (and thus very low Reynolds numbers).

At zero angle of attack, the lift produced by the symmetrical airfoil is zero, as expected because
of symmetry, and the stagnation which is at a small angle of attack, the front stagnation point has
moved down below the leading edge, and the rear stagnation point has moved up to the upper
surface close to the trailing edge. To our surprise, the lift produced is calculated again to be zero
a clear contradiction of experimental observations and measurements. Obviously, the theory
needs to be modified to bring it in line with the observed phenomenon.

Fig 10.2 Resultant force on an aerofoil

54
It is desirable for airfoils to generate the most lift while producing the least drag. Therefore, a
measure of performance for airfoils is the lift to drag ratio, which is equivalent to the ratio of the
𝐶
lift-to-drag coefficients 𝐶 𝐿 . This information is provided by either plotting 𝐶𝐿 versus 𝐶𝐷 for
𝐷
𝐶
different values of the angle of attack (a lift–drag polar) or by plotting the ratio 𝐶 𝐿 versus the
𝐷
angle of attack.

Fig 10.3 angle of attack Vs lift to drag ratio

10.2.2 Drag

Drag is the component of the force of an aerofoil that acts along the direction of airflow. Drag is
a combination of the effects of friction on the surface and the pressure difference between front
and back ends which also acts along the direction of airflow.

For any given aerofoil and Reynolds number, a drag coefficient may be found which may then
be used to predict the drag for that aerofoil at any other Reynolds number.

𝐶𝐷 = 𝐶𝐷0 + 𝐶𝐷𝐿 2

55
𝐶𝐷0 = form drag coefficient

𝐶𝐷𝐿 = pressure induced drag coefficient

𝐶𝐷𝐿 may be considered as a function of the coefficient of lift, CL

𝐶𝐷𝐿 = 𝑘 𝐶𝐿 2

Drag may be defined as

1 2
𝐷= 𝜌𝑉 𝐴𝐶𝐷 3
2

1 2 1
= 𝜌𝑉 𝐴𝐶𝐷0 + 𝜌𝑉 2 𝐴(𝑘𝐶𝐿 2 ) 4
2 2

Where

D = total drag
ρ = density of air
V = free stream velocity
A= plan area of the surface of the wing
= chord * span for the C15-10

When the contribution of lift to drag is zero (k=0) the value of CD0 may be calculated directly
from the measured value of Drag using the lift and drag balance.

The combined effect of form drag and induced drag give a characteristic shape to a graph of total
drag against velocity.

56
 Fig 10.4 induced and form drag curves

This curve shows that as velocity increases drag initially falls, then reaches a minimum and then
rise again. This minimum drag velocity is an important characteristic in aerodynamics as it
indicates the most efficient velocity for the body.

10.3 PROCEDURE

 Check that the fan is set to 0%, then switch it out of standby mode by selecting the 'fan
on' button on the mimic diagram.

 Check that the manometer readings are all same at zero velocity Select the result sheet in
the software and rename it to 40%.

 Measure the ambient pressure and temperature.

 In the software select the zero button beside the lift data display box. This sets the datum
point for zero lift.

 Gradually increase the fan speed up to 20% in 1% increments.

 Check the wing to see that it is in proper alignment. Adjust the angle of attack of the wing
while observing the head reading for the first tapping. The greatest head should be

57
 obtained when the zero reading on the scale is aligned with the central marker on the
tunnel wall.

 Set the wing to zero degree angle and check that zero degree is displayed in the 'Angle of
attack' box on he mimic diagram.

 Log the sensor readings.

 Increase the fan setting to 30% and log the sensor.

 Repeat at 40,50 etc up to 100% meanwhile log the data at each time. this will investigate
variation of lift and drag with velocity at zero angle of attack.
 Investigate the effect of changing angle of attack

 Set the fan back to 20%. create new results table.

 Log the sensor readings

 Adjust the wing to set to an angle of +2 degree from the zero point and log the sensor
readings.

 Repeat at wing angles of +4,+6 and then +7,+8,+9 and so on until +16 degree. Take
further readings at +18,+20 etc up to +30 degree.

 Repeat the investigation of angle of attack as before for fan speeds of 50% and 100%
using a new result sheet for each set of result.

 If time permits the procedure may be repeated for negative angle of attacks.

 Gradually shut down the fan.

10.4 TABULAR COLUMN

Ambient pressure =
Ambient temperature=

Fan Tunne Tunne Tunne Reyno Angle Vertic Drag( CL CD CD0 CDL K
speed( l head l l lds of al N)
%) (mm) pressu velocit numbe attack lift(N)
re (Pa) y(m/s) r (degre
( es)

58
10.5 EQUIPMENT USED

 C15-10 wind tunnel with IFD7

Fig 10.5 Pressure wing

 C15-11 Inclined manometer bank

Fig 10.6 lift and drag aerofoil

 C15-14 Pitot static tube

59
 Fig 10.7 pitot static probe

10.6 RESULTS

 For the first set of results plot a graph of lift Vs velocity.

 Plot CD ,CD0 and CDL against velocity. Plot the drag on second Y axis

 Plot a graph of k against angle of attack for two sample velocities

10.7 CONCLUSIONS

60