![]() ![]() ![]() However, the obtained results are not consistent with the data in the literature. Now if I want to calculate the drag force (and then the drag coefficient), I should theoretically rewrite (Eq.1) as in The lift force is obtained by integrating either of the following equations over the airfoil: If they are very different, we do not correctly model the physics of the real problem and will predict an incorrect lift.As you may know, there is a NACA 0012 model in application library which tries to validate the lift coefficient and pressure coefficient (with respect to angle of attack) against existing data in the literature. If the Reynolds number of the experiment and flight are close, then we properly model the effects of the viscous forces relative to the inertial forces. The Reynolds number expresses the ratio of inertial forces to viscous forces. The important matching parameter for viscosity is the Reynolds number. Similarly, we must match air viscosity effects, which becomes very difficult. The compressibility of the air will alter the important physics between these two cases. So it is completely incorrect to measure a lift coefficient at some low speed (say 200 mph) and apply that lift coefficient at twice the speed of sound (approximately 1,400 mph, Mach = 2.0). At higher speeds, it becomes important to match Mach numbers between the two cases. Mach number is the ratio of the velocity to the speed of sound. Mach Numberįor very low speeds (< 200 mph) the compressibility effects are negligible. Otherwise, the prediction will be inaccurate. The lift coefficient also contains the effects of air viscosity and compressibility. To correctly use the lift coefficient, we must be sure that the viscosity and compressibility effects are the same between our measured case and the predicted case. For three dimensional wings, the downwash generated near the wing tips reduces the overall lift coefficient of the wing. The lift coefficient contains the complex dependencies of object shape on lift. We can then predict the lift that will be produced under a different set of velocity, density (altitude), and area conditions using the lift equation. Through division, we arrive at a value for the lift coefficient. In a controlled environment (wind tunnel) we can set the velocity, density, and area and measure the lift produced. Here is a way to determine a value for the lift coefficient. The lift coefficient then expresses the ratio of the lift force to the force produced by the dynamic pressure times the area. The quantity one half the density times the velocity squared is called the dynamic pressure q. The lift coefficient Cl is equal to the lift L divided by the quantity: density rho (\(\bf\rho\) ) times half the velocity V squared times the wing area A. This equation is simply a rearrangement of the lift equation where we solve for the lift coefficient in terms of the other variables. The lift coefficient is a number that aerodynamicists use to model all of the complex dependencies of shape, inclination, and some flow conditions on lift. Home > Beginners Guide to Aeronautics Lift Coefficient ![]()
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