Professional Documents
Culture Documents
Drag force is a very large topic in aerodynamics. There are books and conferences
entirely devoted to it, along with countless specialized publications.
From a physical point of view, drag is the resultant of forces acting normally and
tangentially to a surface, the former ones being pressure terms, and the latter ones viscous
terms. The mechanism under which these forces are created is ultimately related to the
formation of vortices and shear layers.
Very narrow gains (1 % or less) can translate into a change of technology. It is widely
assumed that the fuel crisis of the 1970s created the need to invest in drag reduction
technology for aircraft transport. But the problem is wider than that, since all the
aerodynamic systems use external power that is partially dissipated due to drag forces.
Effects of Drag Reduction
For example, a reduction in the drag coefficient of an ordinary passenger car from CD =
0.4 to CD=0.3 would improve the fuel consumption by 7.5 %. This saving multiplied by
the number of road vehicles in Europe and North America yields a figure (at least 10
billion gallons/year) that could affect the price of the crude oil in the world markets.
The reduction of 10 % drag on a large military transport aircraft would save over 10
million gallons of fuel over the life time of the aircraft.
A 15 % drag reduction on the Airbus A340-300B would yield a 12 % fuel saving, other
parameters being constant (Mertens, 1998).
See the Table of Drag Data for more details.
Flow Physics
The fundamental mechanisms by which drag is produced in steady state conditions can
be reduced to the following ones
Viscous Drag
Viscous drag is produced by the effects of viscosity on the aerodynamic systems, through
the thrust that must be applied to overcome the shear layers due to the non slip condition.
Lift-induced Drag
Drag due to lift is the result of the downwash (vertical flow) and to the strength of the
vortices produced at some particular locations (wing tips or other sharp edges) of many
lifting systems.
Vortex Drag
Vortex drag can be created by both lifting and non lifting bodies (usually of the bluff
variety, ex. road vehicles, airships). Vortices are released during flow separatio and trail
downstream to form structured or unstructured wake patterns.
Interference
Interference is the effect of the presence of one body on the aerodynamics of a second
body. The interference drag is a system drag that is present even in absence of viscous
effects (ideal fluid) and non lifting conditions. Since interference occurs in many practical
situations interference drag is a separate topic.
Wave Drag
Wave drag is created by radiation of disturbances in the fluid by a moving body. This is
the case of transonic and supersonic flows; in hydrodynamics waves are produced by
several means, the most important of which is probably the pattern of surface waves
produced by boats, ships and submerged bodies.
The presence of one or more drag components, along with their respective amounts,
clearly depends on the aerodynamic arrangement and the system operation.
Speed-induced Drag
Another classification sometimes used is that according to speed. The speed (e.g
Reynolds and Mach numbers) have, in fact, one of the most important effects on both the
drag build-up and the drag level.
Methods of Computation
There are several methods used to compute the drag of a lifting body. For example:
The drag of an airfoil at subsonic speeds can be computed by using the SquireYoung approximation. The method consists in evaluating the drag coefficient by
using boundary layer quantities at the trailing edge.
By integration of the surface forces (CFD approach). There are two contributions:
the tangential (due to skin friction) and normal (due to pressure) contributions.
This is the approach followed most by the current research.
Other (simplified) methods include: Integration of circulation in the Treffz plane (induced
drag of large aspect ratio wings); Hayes formula (for linearized supersonic flow); Munk's
stagger theorems (for linearized multi-body lifting systems), etc. A detailed review of
CFD capabilities has been recently published by van Dam (1999).
Selected References
Viscous drag (or skin friction drag) is due to the stresses on the aerodynamic surfaces
and in the boundary layer. The decreased momentum in the flowfield results in a
corresponding loss of momentum of the aerodynamic system. Some of the physical
aspects involved in the viscous drag loss are: presence of shear layers, turbulent
transition, boundary layer separation.
The amount of energy losses depends largely on the aero- hydrodynamic system. On a
sailing boat it can range between 1/3 and (nearly) the total drag, depending on the speed
of the craft (at low speeds the viscous drag is large, in percent, whereas the wave drag is
low). Some typical viscous losses are listed below:
Table 1: Summary of viscous drag
supersonic fighter
25-30 %
40 %
executive aircraft
50 %
VTOL aircraft
underwater bodies
ships at low/high speed
gas pipelines
70-80 %
70 %
90-30 %
90 %
Reduction Methods
Methods for viscous drag reduction rely on techniques that alter the turbulence structure
and/or the wall characteristics. These methods are both powered (active methods) and
unpowered. Active methods widely used include
The are also the passive methods, such as vortex generators, along with appropriate
design of the aerodynamic surfaces, by minimizing the wetted area and the volume. Other
sophisticated techniques include:
Selected References
Laminar Flow Control (LFC) describes technical means to control the boundary layer
development. Laminar flow control consists in a boundary layer suction (that is removal
of some flow through surface holes), or a wall cooling. A more unusual technique
consists in using resonant walls.
A boundary layer usually changes from laminar to turbulent, due to disturbances in the
viscous layer (Tollmien-Schlichting waves) that amplify. Amplification, though, occurs
only if certain stability criteria (depending on Reynolds number, free-stream turbulence,
surface conditions, forced vibrations, etc.) are not satisfied.
Boundary layer stability is a large topic on its own. We will limit the following
considerations to a few practical aspects of LFC. Boundary layer suction requires a
propulsion system that consumes energy. The method is effective if the power required to
activate the LFC system is less the power saved thanks to the boundary layer control.
The normal velocity required to suck part of the boundary layer are very small and have
no macroscopic effect on the surface pressure distribution. The surface must be of
superior quality and with minimum roughness, the normal suction must be as uniform as
possible, to avoid further distortions in the flow structure.
Table 1 lists a number of results achieved with LFC wings (Pfenninger, 1977).
Table 1: Subsonic/supersonic wing CD with LFC
Device
Sweep
Re x
CD x
Subsonic Wing
30 deg
0.75
Subsonic Wing
0.0 deg
10
0.75
Supersonic Wing
35 deg
20
3.00
Related Material
Riblets
Large-Eddy Break-up Devices
Compliant Walls
Wall Cooling
Selected References
Riblets
Summary
Drag Reduction
Off-Design Performances
o Flow Mis-alignment
o Surface Contamination
o Effects of Pressure Gradients
o Effects of Wetted Area
Applications
o Aircraft
Selected References
Scientists have been speculating for many years whether there is any surface having less
drag of a flat plate. The drag of a flat plate is reported in the figure below, for both
laminar (Blasius) and turbulent flow.
Experimental studies in the 1970s showed that small grooves (riblets) aligned with the
flow had the property of modifying the near-wall structure of the boundary layer. In
particular, the riblets proved to work as a constraint to the production of the Reyonlds
stresses associated with the growth and eruption of the eddies in the the low-speed
regions of the boundary layers.
Later research was aimed at investigating the properties of such grooves, by studying the
wall boundary conditions and the flow properties at corner regions. A number of studies
of zoologic nature was added to the fluid dynamic problem, by studying the
characteristics of fast-swimming sharks and dolphins, form where some ideas were
derived.
On of the main practical concerns was (and it is) the amount of drag reduction that can be
achieved, and studies were directed to investigating the optimum ratio fin-height/riblet
spacing, physical dimensions of the riblets, along with the optimum shape (L- U- Vgrooves and others, Fig. 1).
Drag Reduction
The skin friction drag reduction data published in the technical literature is variable, but
converging to a figure of 8 %, with more conservative values of 5 % to the most
optimistic figures of 10-11 %, obtained in laboratory conditions. While these numbers do
not seem excessively high, they do lead to enourmous savings.
Take for example a subsonic jet transport, for which the skin friction drag is of the order
of 45 % at cruise conditions. If half of the surface could be covered by efficient riblets
that provide an 8 % skin friction saving, the total saving would be just less than 4 %, a
remarkable amount.
Off-Design Performances
Flow alignment and surface quality are two main concerns, alogn with pressure gradients,
three-dimensional flows and effects of the increased wetted area. The results are as
follows:
Flow Mis-Alignment
No practical effects weere measured on flow mis-alignement up to 15 deg ( 0 deg is a
flow perfectly aligned with the riblet). At higher flow angles, up to 40 deg, performances
deteriorate gradually, and the riblets become ineffective, if not inappropriate, at such
angles. For these reasons some investigators have been studying three-dimensional
riblets, also called compound riblets, that would be locally optimized to follow the main
direction of the flow.
Surface Contamination
The surface covered with a riblet film may undergo contamination over time, due to
deposition of dust, combustion particulate, atmospheric aggression, etc. This can be a
major concern for submerged bodies, such as ships and submarines. However, there
seems to be no effects for periods limited to one day, whereas in aircraft applications the
effects, if any, occur over a much longer time scale.
Pressure Gradients
Pressure gradients have a minor effect, probably 1-2 % on the total skin friction drag
reduction.
Increase of Wetted Area
Increase of wetted area is a problem of any riblet geometry (see figure 1 above), therefore
useful configurations are those that, besides stabilizing the boundary layer, have a limited
increase in wetted area. Obviously, the skin friction works over a larger surface (this is a
problem especially with L-grooves.)
Applications
Applications are more common in hydrodynamics where the drag reduction possibilities
are larger, in particular on sailing boats. Airfoil applications showed a drag reduction rate
of about 6-8 %, although in some recent experiments a skin friction drag reduction of 16
% was achieved at an angle of attack of 6 deg.
Aircraft
Skin friction drag for a large commercial aircraft is of the order of 40 % of the total. This
figure is slighty larger for a smaller executive airfract (up to 50 %). Small gains on this
numbers translate into major fuel savings and direct operative costs.
One can easily speculate with the 10 % drag saving given above, but this is very far from
reality. Both Boeing Aircraft and Airbus have tested riblets for this purpose. Data
reported for a 1/11 scale model of the Airbus A320 at cruise Mach number M=0.7 was a
viscous drag saving of 4.85 %, with about 66 % of the aircraft wetted area covered by Vriblets (s/h=1).
Application of riblets is generally done using special films, rather than estruding the
grooves directly on the surface. Riblet films have been manifactured by a number of
companies, among them, the 3M company.
The riblets dimensions most widely tested fall in the range 0.02mm - 0.10 mm height,
with optimal h/s ratio of the order 15.
Related Material
Additives
Wall Cooling
Selected References
1. Emerging Techniques in Drag Reduction, edited by Choi, K.S., Prasad, K.K. and
Truong, T.V.
Mechanical Eng. Publ. Ltd, London, 1996 (ISBN 0-08529-8917-2)
2. Drag Reduction in Fluid Flows: Techniques for Friction Control, by Sellin RHJ,
Moses RT.
Ellis Horwood Ltd, Chichester, 1989 (ISBN 0-7458-0753-X)
3. Bechert DW, Bruse M, Hage W, VanderHoeven JGT, Hoppe G. Experiments on
drag-reducing surfaces and their optimization with an adjustable geometry, in J.
Fluid Mech., Vol. 338, pp. 59-87 May 10 1997
4. Walsh MJ. Riblets, in Progress in Aeronautics and Astronautics, Vol. 123, 1990.
On the Web
These sites are not part of the aerodyn.org domain. There is no guarantee nor
control over their content and availability.
LEBU, similarly to the surface riblets, produce extensive downstream regions of reduced
skin friction coefficients. However, the experimental data gathered over the last twenty
years provided widely varying results, which are also depending on the Reynolds number.
The overall performance seems to be related to the drag of the devices themselves. The
best drag reduction rates (in percentage) are not better than the surface riblets, roughly 7
to 8 percent. Among these, the tapered trailing edge devices have been found among the
best.
Cases of interest include trailing edge flows, for examples thick flat plates and airfoils,
where trailing edge separation is an issue at relatively large Reynolds numbers. Some
NACA 0009 LEBU devices were found to provide a local net skin friction reduction in
the range of 30 percent. Similar experiments on cambered NACA 4409 gave no benefits,
possibly because of boundary layer separation on the devices themselves.
LEBU performance at the higher Reynolds numbers and transonic conditions often
required in aeronautics is strongly dependent on the drag of the devices. Their
effectiveness is presumably much reduced at these conditions.
In some instances the LEBU have been coupled with the riblets, but the optimal
combination of these systems requires experimentation.
Related Material
Surface Additives
Surface additives such as polymers, microbubbles and solid particles have been
particularly studied in recent years, due to their virtue of reducing the aero/ hydrodinamic
drag by inhibiting the fundamental processes that cause turbulent transition (Berman,
1978).
Effects on Viscous Drag
The effect becomes evident at just a few parts-per- million (ppm), and gradually increases
to values that depend on the molecular nature of the dilute suspension. The molecular
weight seems to be playing an important part in the drag reduction characteristics. Most
of the additives used are polymers of high molecular weight (for ex. polyetylene-oxide).
There are reports of as much as 80 % skin friction drag reduction in internal flows, and
60 % in external flows ! - Such values open up fantastic opportunities for both pipelines
and marine applications (high speed vehicles, submarines).
For example long polymers derived from alfa-olefins are used for drag reduction in
commercial pipelines for crude oil and refined oil products (gasoline, diesel, etc.).
Pipeline performance is greatly enhanced with the injection of the polymer at each
pumping station.
The dilute solution may vary from 1 ppm (part-per-million) to several ppm. Drag savings
of 25-30 % (sometimes more) are reported. This means that at constant pumping power,
there is a corresponding increase in throughput, or at constant throughput the pumping
power can be reduced (by reducing for example the number of pumping stations).
In aircraft applications the drawback, though, would be the amount of additives that must
be released from the surface and the power required to run the system.
Related Material
Riblets
Large-Eddy Break-up Devices
Compliant Walls
Laminar Flow Control
Wall Cooling
Selected References
Emerging Techniques in Drag Reduction, edited by Choi KS, Prasad KK, Truong
TV. Mechanical Eng. Publ. Ltd, London, 1996 (ISBN 0-08529-8917-2)
Drag Reduction in Fluid Flows: Techniques for Friction Control, by Sellin, RHJ,
Moses RT.
Ellis Horwood Ltd, Chichester, 1989 (ISBN 0-7458-0753-X)
Lift-induced Drag
Summary
For lifting wings some of the devices commonly designed are the
following
Tip Devices
Winglets
Tip sails
Hoerner Tips
The methods listed above are used for the reduction of the vortex drag
produced at the tip.
Selected References
AR
2.0
2.8
2.5-3.5
7-9
11.3
Sail Planes
20
26
Related Material
Interference Drag in
Aerodynamics
Summary
Overview
Roughness Drag
Junction Drag
Selected References
Roughness Drag
The most common interference effects arise from imperfections, small
scale bumps, holes and other irregularities (Fig. 4 below), due to surface
finish, accumulated dirt, etc. Roughness/excrescence drag can be
virtually eliminated when the surface is hydraucally smooth, e.g. the
excrescence height is less than the boundary layer sublayer thickness.
Some typical drag values are the following: cylinder excrescence
CD=0.76, semi-sphere CD=0.32.
Junction Drag
Important data on junction drag have been compiled by Hoerner (1965).
Particularly important is the T-strut configuration, for which some
technical solutions with fairings yield as much as 94 % drag saving.
Selected References
Wave Drag
Summary
Overview
Selected References
Wave drag in aerodynamics is drag associated with the shock wave and shock-induced
separation. This type of drag appears at transonic and supersonic speeds. The drag from
acoustic waves is always negligible. The problem is more general in hydrodynamics,
since wave propagation occurs at all speeds for all types of sailing vessels and for most
cases of submerged bodies.
There are several ways of dealing with wave drag: use of transonic/supersonic area ruling
for wing-body combinations; use of supercritical airfoils, thin wing sections, wing sweep,
low-aspect ratio wings, boundary layer control, blunt leading edge (at hypersonic speeds).
Less orthodox methods include oblique and anti-symmetric wings (wings never built, in
fact).
At transonic speeds some of the main concerns are: driving the drag divergence upward,
removing the buffeting and the possible shock stall.
At supersonic and hypersonic speeds a few peculiar problems appear: namely,
aerotherodynamic heating, and structural stiffness compatible with volume distribution
and wing thickness.
Methods of analysis have long relied on linearized potential theories. At hypersonic
speeds Newtonian theories are still common.
Related Material
Supercritical Airfoils
Oblique Flying Wing
Drag at Supersonic Speeds
Wave Propagation
Vortex Drag
Summary
Generalities
Splitter Plates
Ventilated Cavities
Tangential Slots
Fences
Boat-tailed after-bodies
Selected References
Splitter Plates
The mechanism by which the device works is the movement of the
separation vortex downstream, away from the body. Fig. 1. below shows
the artrangement of a 3D bluff body. Splitter plates have also been
applied to airfoils and wings.
Ventilated cavities
These are thin surfaces mounted at the edge of the base. Regular slots
are cut through, that allow for ventilation of the low pressure separated
field. Horizontal vented cavities are sometimes applied to passenger
cars.
Tangential slots
As shown in Fig. 4, they are used to accelerate slow air flow behind a
corner (they are used on commercial vehicles of all sizes.)
Fences
The use of fences on after-bodies is sometimes justified by the need to
redirect the flow streamlines. The effect is to remove the flow separation.
An example is shown in the figure below, that is an aircraft after-body.
Boat-tailed afterbodies
Such afterbodies are streamlined and designed for optimal shape.
Base drag reduction rates of 50 % (at subsonic speeds) can be achieved
with the devices listed above.
For lifting wings some of the devices commonly designed are the
following:
Vortex Generators
Wall Suction
Wall jets
Related Material
Selected References
Speed-related Drag
Summary
Figu
re 3: Cylinder CD at subsonic speeds
The technical literature reports a large number of semi-empirical formulas
for the CD. The experimental drag of Fig. 3 can be fitted with a simple
equation.
The finite cylinder is not less interesting. Actually, it features a great
variety of wake flow patterns, instabilities and drag coefficients
(Williamson, 1996).
Sphere Drag
Fig. 4 shows the behavior of the drag coefficient for a sphere at subsonic
speeds. The surface finish has been found of extreme importance in
imparting aerodynamic characteristics. The two curves on the graphic
refer to two different surface conditions. When the surface is rough,
turbulent transition occurs earlier, and so does the drag drop. This feature
is fully exploited in golf balls (Metha, 1985).
At a certain Mach number that depends on the airfoil and the angle of
attack, a wave drag starts to build up because of the increasing effect of
the shock wave. Once the flow is fully supersonic, the drag coefficient
falls. The climb shown in Fig. 6 can be pushed toward higher Mach
numbers with supercritical airfoils.
Airfoils at Transonic Speeds
A case of particular interest is that of the airfoil section, whose transonic
drag rise is dependent on the angle of attack. An example is shown in Fig.
7 below.
Related Material
Selected References
Summary
Pressure Distribution
Multi-element Airfoils
Design Issues for High-Lift
Trailing- and Leading Edge Devices
Computational Methods
Tables of Maximum CL
Selected References
o
Flow Phenomena
Flow phenomena of multi-element wings include: wakes from upstream
elements merging with fresh boundary layers on downstream elements;
flow separation in the the cove regions; flow separation on the
downstream elements, especially at high angles (landing configurations);
confluent boundary layers; high- curvature wakes; high flow deflection;
possible supercritical flow in the upstream elements, see figure below.
Maximum Lift
The maximum lift obtainable by a single/multi element wing (or by more
complicated devices) is generally attributed to flow separation on the
suction side, and on the maximum suction peak. The two problems are
somewhat dependent.
Airfoil characteristics that have a strong effect on the maximum lift
coefficient are: camber and thickness distributions, surface quality, leading
edge radius, trailing edge angle.
CLmax also depends on the Reynolds number. At a fixed Reynolds
number, the operation on the above parameters must remove or delay the
flow separation, and delay the pressure recovery on the suction side, along
with a number of other details.
Prediction of Maximum Lift
Accurate prediction of the maximum lift coefficient for an airfoil or wing
is still considered an open problem in computational aerodynamics. This
difficulty is due to the approximation of the boundary layer conditions at
various stages of turbulent transition and separation, besides the proper
modeling of the turbulent separated flows.
An empirical formula correlating wing CLmax of a swept wing to the
main geometric parameters of the high-lift system was derived at the
Research Aeronautical Establishment (RAE, UK) in the late 1970s. More
recent work was done at McDonnell- Douglas (Valarezo-Chin, 1994).
Vortex Lift
The lift force from a wing can be augmented by appropriate manipulation
of separation vortices. Basically, this can be done in two ways: with highly
swept wings (delta wings) and strakes. The longitudinal vortex has the
effect of shifting the stagnation point on the suction surface of the wing
(Pohlamus, 1971).
High-Lift Systems
High lift can be produced by aerodynamic design of single components,
design of entire systems, integration of already existing systems, ad hoc
technical solutions. The most important methods are the following:
High-Lift Airfoils
In order to obtain high lift from an airfoil the designer must increase the
area enclosed by the pressure coefficient (Cp), that is: the pressure on the
lower side must be as high as possible (pressure side), the pressure on the
upper side must be as low as possible (suction side). The latter
requirement is in fact the most difficult to fulfill, because low pressure is
created through high speed, and high speed triggers flow separation. Flow
separation can be limited at high speed by turbulent transition.
Pressure Distribution
One idea commonly used in design is to control the pressure distribution
on the upper side as to maintain the flow at the edge of separation.
The more separation is delayed the higher the lift coefficient. This is
obtained through a flat top and a gradual pressure recovery (Stratford
recovery). Airfoils designed with this approach can exhibit aerodynamic
efficiencies L/D of up to 300 !
Multi-Element Airfoils
Generally speaking, a multi-element airfoil consists of a main wing and a
number of leading- and trailing-edge devices. The use of multi-element
wings is a very effective method to increase the maximum lift of an
aerodynamic system.
The Slat
The first element to be added to a main wing was a leading edge slat
(Handley-Page, Lachmann, 1917). The solution worked, but it was not
clear how. For many years is was assumed that the leading-edge slat was a
boundary layer control device (Betz, 1920).
Smith (1972) proved that the slat is so effective because of its strong effect
on the inviscid pressure distribution.
The leading-edge slot deviates the streamlines, creates a downwash on the
main element and modifies markedly the leading edge suction peak.
Later on, more elements were added to the main wing. A three-element
configuration (with leading-edge slat and trailing-edge flap) is classic, but
the technology has improved, and 4 or more element are not uncommon,
ex. in Fig. 2.
A system with increasing number of elements provides an increasing
amount of lift. This increase is however associated with an increase in
drag.
Computational Methods
In the past few years the computational methods for high lift have been
converging toward Navier-Skotes solvers (unstructured, and multi-block
structured), although methods including strongly interactive boundary
layers have proven to be almost as successful.
The method of computation depends on the complexity of the problem (2D, 3-D, number of high-lift bodies, precision requirements, turbulence
modeling, etc.).
The figure below shows the pressure field around an inverted 2-element
wing for racing applictions. The flow field was computed with a structured
multi-block Navier-Stokes code.
On the Web
These sites are not part of the aerodyn.org domain. There is no control over their content
or availability.
Selected References
In this Chapter
Although most aerodynamic flows are treated as steady ones, many others
are non stationary. The variety of non stationary flows is large, and
includes transient regimes, impulsive starts, maneuvering, periodic flows,
and flows that are intrinsically unsteady because of the mechanism of
Oscillatory Flows
Non Oscillatory Flows
o Vortex dynamics at high angle of attack
o Unsteady wakes behind bluff bodies
Oscillatory Flows
The unsteady problems of oscillatory type have been widely studied for
airfoils and wings since the 1930s, when the first theories have been
formulated (Theodorsen, 1932).
Dynamic stall affects helicopter rotor blades in forward flight,
maneuvering and descent (because of the asymmetric loads created by the
flight dynamics); wind turbine rotors (because of the unsteady nature of
the wind, along with the atmospheric boundary layer, the presence of the
tower, the topography of the terrain, etc.). Dynamic stall on airfoils is a
particular case of the above. At the highest speed of a helicopter rotor
another peculiar aspect appears: the unsteady shock wave on the blade.
Other unsteady flows of practical importance include flows past circular
cylinders (von Karman, 1930s), and past spheres. These phenomena are
oscillatory only at very low Reynolds numbers and become fully turbulent
and aperiodic at higher speeds. The largest Reynolds number at which the
von Karman vortex street is observed is Re=400, that corresponds to a
Strouhal number St=0.21.
Dimensionless Parameters
The non dimensional parameter defining the similitude of periodic flows is
the Strouhal number St=fL/V (f=frequency; L=characteristic length; V =
characteristic speed), or the reduced frequency k=2 St. The two non-
Dynamic Stall
Periodic flows on airfoils and wings (plunging, pitching and a combination
of the two) lead to a peculiar effect called dynamic stall. The main reason
why dynamic stall appears is the finite response time of the flow to an
incoming disturbance (for ex. change in angle of attack, free stream
turbulence effects, etc.).
The response time (sometimes called time-lag) is dependent on the viscous
effects, which ultimately lead to energy dissipation. The latter is
proportional to the integral of the hysteresis loop. The first to provide a
mathematical description of airfoils in flutter was Theodorsen (1932). His
theory was based on linearized small perturbation equations.
Other systems at angle of attack include blunt and pointed bodies (prolate
spheroids, pointed cylinders), delta wings and low aspect-ratio wings. At
the other end of the technology there is the full aircraft (Lamar, 1992).
Flow separation on these systems is quite complex. On low aspect-ratio
wings and delta wings the flow separation produced a substantial
augmentation of lift (besides drag).
von Karman, who analyzed the breakdown of the symmetric flow. The von
Karman vortex street has become one of the most well known unsteady
problem. Impulsive start was already known to Prandtl (1904), and the
rotating cylinder was known to Tollmien (1931).
Drag data are tabulated for all Reynolds numbers, flow visualizations are
available up to Mach numbers M=12.1 (to the author's knowledge).
Although the unsteady wake behind the cylinder has been considered for a
long time as purely two dimensional, there are spanwise vortex structures
that appear at some Reynolds numbers. These structures are a function of
the cylinder aspect ratio L/D. References on the circular cylinder can be
found in any text of fluid dynamics.
Related Material
Computed Examples
Selected References
In this Chapter
Separation Bubble
A separation bubble is a region of locally separated flow on the airfoil.
The extent of this region depends on the operational parameters (Reynolds
number, angle of attack, free stream turbulence), and airfoil geometry
(thickness, camber, surface quality). Depending on a complicated
combination among the above quantities the bubble can be short or long, it
can contract or extend with the increasing angle of attack.
Figure 3: Cp characteristics
Turbulent Transition
Bubble reattachment and airfoil characteristics are strongly dependent on
turbulent transition. A bubble reattaches as turbulent, transition occurring
at some location within the bubble. At very low Reynolds number a
delayed transition may prevent bubble reattachment, and thus cause a
premature stall and a consistent loss of lift. For this reason accurate
knowledge of transition is necessary.
Factors affecting Transition
The most general physical causes that trigger turbulent flow transition on a
solid wall are the following:
Forced Transition
If transition does not occur by natural means, it can be forced by operating
of the surface roughness or adding transition trips of appropriate size and
shape. One simple criterion sometimes applied to predict bubble
reattachment is the Owen-Klanfer criterion, that consists in evaluating the
Reynolds number based on boundary layer thickness.
Predicting Transition
There are several theoretical methods for predicting turbulent transition.
Some methods commonly used in aerodynamics include the Michel
method, the eN method. The accuracy of these methods (or any other
methods currently known) is not always sufficient for computing airfoil
characteristics as those reported below.
Lift/Drag Characteristics
Lift and drag characteristics are affected by the Reynolds number in a way
that is unknown at the speeds proper of commercial flight. The extent of
the viscous flow and the separated region (e.g. the size and behavior of the
separation bubble).
Fig. 4 and Fig. 5 show two different, albeit typical, lift curves at Reynolds
numbers below 100,000.
Navier-Stokes Equations
On the Web
These sites are not part of the aerodyn.org domain. There is no control over their content
or availability.
Selected References
Grid Generation
Summary
Conceptual Problems
There are a number of conceptual problems that must be addressed when
choosing a grid generation system for a particular problem:
Visualization Issues
Once the grid has been generated, it must be visualized to check for errors
(they come in an infinite variety). For 3-D grids this is a particular difficult
stage, where a computer animated image, or a CAD-based system is
absolutely essential, and this is proven by the fact that the most
sophisticated systems currently available come with visualization
facilities. Minor errors can be fixed with ad hoc post- processing, going
under the definition of grid smoothing.
Input Requirements
Given the complexity of the problem just outlined, one can argue also on
the amount of user input required. Some methods excel for the amount of
data that must be set (for example a multi-block structured grid, requiring
suffice).
Hyperbolic Methods
Hyperbolic methods are based on the solution of partial differential
equations of hyperbolic type, that are solved marching outward from the
domain boundaries.
The idea of using hyperbolic PDEs is very effective for external flows
where the wall boundaries (airfoil, wing, wing-body, etc.) are well
defined, whereas the far field boundary is left arbitrary. This situation also
eliminates the need to specify point distribution on some of the edges of
the flow domain, and makes it more handy than for example the transfinite
interpolation methods.
In its basic formulation (Steger- Chaussee, 1980) the hyperbolic grid
generator is based on a condition of orthogonality, and a condition on the
cell area. The method can be integrated with grid line smoothing and
orthogonality checks.
Unstructured Methods
There are several algorithms for generating unstructured grids. The
Delauney triangulation method other Voronoi methods and the advancing
front method are the most popular, also among solution-adaptive systems,
and they are the basis of some commercial fluid dynamic codes (for
example Star-CD, Rampant).
The field is in rapid expansion, and there are schools of thought whether
the unstructured approach is better or worse than the structured approach
to the solution of PDEs in fluid dynamics.
Briefly, unstructured grids can be generated faster on most complex
domains, and exists for all domains. Mesh refinement can be done without
difficulties, also on a local basis and adaptively.
Storage of the grid data is no easy (it requires information on which node
is neighbor to which), it takes far more memory than in a structured sense,
and therefore hinders parallelizarion of computer codes.
Adaptive Grids
All the methods described above make use of some empirical knowledge
about the form of the solution of the PDEs. This knowledge makes us
force many points in regions of large field gradients (for ex. boundary
layers).
Better solutions could be obtained if a first guess grid could be adapted in
a time-marching numerical scheme to follow exactly the evolution of the
field gradients (a particular difficult problem is the position of the shock
wave in a transonic flow.)
Methods that can be used to follow the solution include: weight functions,
Poisson smoothing, electro-dynamic analogy. The major problem of the
adaptivity systems is that they must be built in the solver of the PDEs, and
cannot be left out as in the most popular approach.
Other Methods
For some problems of particular difficult nature scientists have developed
hybrid methods that feature both structured and unstructured zones. These
methods are the chimera technique and the hybrid structured/ unstructured
technique.
The chimera approach consists in building partially overlapping blocks.
Boundary conditions need to be exchanged at the interface between
domains and this is usually done through some form of interpolation.
The hybrid scheme takes advantage of both unstructured and structured
methods by applying structured body fitted coordinates to the body and
unstructured networks in the outer boundaries.
Problems that require such a complex CFD approach include
rotor/fuselage interaction in a full rotorcraft simulation, propeller to fixed
wing analysis, etc.
Surface Control
All grid generation processes (especially 3-D problems) start with a
surface definition. This definition is seldom an easy task. The input may
consist of points, lines, curves, splines, surface patches, etc.
All these items can be defined through a CAD system. Sometimes it is
necessary to spline, smooth and re-patch the input data. Some examples
for 2-D airfoil problems are shown in theexamples. Some grid generation
systems come with their own facilities (for ex. ICEM/Surf, widely used in
automotive industry).
State-of-the-Art
Presently there is no one method that fits all. Most still depends on the
quality of the CFD solution that can be achieved.
The characteristics of the block boundaries depend on the capabilities of
the flow solver. In the structured domain, algebraic methods have been
preferred because faster.
Multi-Disciplinary Strategies
The most up-to-date methods have been embedded in sophisticated multidisciplinary tools that come with CAD/CAE interface, surface treatment
techniques, complex visualization tools, post-processing, etc. These tools
allow multi-block structured.
Problem Size
The number of cells that can are necessary depends on the particular
problem. Usually a minimum number is easy to figure out. Most practical
aerodynamic problems can be solved with several million cells. The 10
million mark is current practical bound.
More on
Examples of calculation
On the Web
These sites are not part of the aerodyn.org domain. There is no
guarantee nor control over their content and availability.
Selected References