Topic
Lift-induced drag
About: Lift-induced drag is a research topic. Over the lifetime, 2861 publications have been published within this topic receiving 41094 citations.
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01 Sep 1955
TL;DR: A preliminary theoretical and experimental investigation has been made on the aerodynamic characteristics of blunt-trailing-edge airfoils at supersonic velocities as mentioned in this paper, and the theoretical considerations indicate that aerodynamic properties of moderately blunt trailing edges can have less profile drag, greater lift-curve slope, and high maximum lift-drag ratio than conventional sections.
Abstract: A preliminary theoretical and experimental investigation has been made on the aerodynamic characteristics of blunt-trailing-edge airfoils at supersonic velocities The theoretical considerations indicate that properly designed airfoils with moderately blunt trailing edges can have less profile drag, greater lift-curve slope, and high maximum lift-drag ratio than conventional sections These predictions have been substantiated by experimental measurements on airfoils of 10-percent-thickness ratio at Mach numbers of 15 and 20, and at Reynolds numbers between 02 and 12 million
16 citations
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TL;DR: In this article, the aerodynamic effects of rear spoiler geometry on a sports car were analyzed under various vehicle speeds with and without a rear spoiler and the main results were compared to a wind tunnel experiment conducted with a 1/18 replica of a Nascar.
Abstract: Purpose – The purpose of this paper is to examine the aerodynamic effects of rear spoiler geometry on a sports car. Today, due to economical, safety and even environmental concerns, vehicle aerodynamics play a much more significant role in design considerations and rear spoilers play a major role in this area. Design/methodology/approach – A 2-D vehicle geometry of a race car is created and solved using the computational fluid dynamics (CFD) solver FLUENT version 6.3. The aerodynamic effects are analyzed under various vehicle speeds with and without a rear spoiler. The main results are compared to a wind tunnel experiment conducted with 1/18 replica of a Nascar. Findings – By the CFD analysis, the drag coefficient without the spoiler is calculated to be 0.31. When the spoiler is added to the geometry, the drag coefficient increases to 0.36. The computational results with the spoiler are compared with the experimental data, and a good agreement is obtained within a 5.8 percent error band. The uncertainty a...
16 citations
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TL;DR: In this article, the authors present an experimental investigation of various configuration modifications for an unyawed typical business jet at a Reynolds number of 1.3 million, showing that the three surface has better lift and high-lift drag characteristics than either the canard or tail-aft configurations, but the cruise drag is more.
Abstract: The aerodynamic ramifications of utilizing three lifting surfaces as opposed to the conventional or canard lifting configurations have been studied on a theoretical basis by previous researchers. This paper presents an experimental investigation of various configuration modifications for an unyawed typical business jet at a Reynolds number of 1.3 million. The three surface has better lift and high-lift drag characteristics than either the canard or tail-aft configurations, but the cruise drag is more. The induced drag at cruise is highest for the canard and lowest for the tail-aft configuration. The pitching moment characteristics are somewhat between those of the canard and tail-aft configurations. A decrease in gap adversely affects the pitching moment characteristics. A smaller stagger leads to better aerodynamic and stability characteristics. A decrease in span of the forward wing gives better cruise drag and longitudinal stability characteristics, but has adverse effects on high-lift drag. A variation in the incidence angles of either or both the forward and aft wings changes the zero-lift moments of the configuration, while marginally affecting overall lift and drag. At cruise, the lift to drag ratio is highest for the conventional and lowest for the three surface. For high lift conditions, the order is reversed.
16 citations
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15 citations
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21 May 2007TL;DR: In this paper, a method and apparatus for varying the twist of a wing such that induced drag is minimized or reduced during cruise and lift is maximized or increased at least during takeoff and landings is presented.
Abstract: A method and apparatus for varying the twist of a wing such that induced drag is minimized or reduced during cruise and lift is maximized or increased at least during takeoff and landings. In addition, variations in the twist may produce yawing and rolling moments. The twist amount is varied pursuant to the operating conditions, including those parameters used to determine the lift coefficient. The twist for reducing induced drag and/or improving lift may be employed by geometric or aerodynamic twist, including full span control surfaces used to provide roll control, high-lift and reduced induced drag. The twist may also be employed by twisting just a portion of the wing or the entire wing, either geometrically or aerodynamically.
15 citations