By E. L. Houghton, P. W. Carpenter, Steven H. Collicott Ph.D. Stanford University Aeronautics & Astronautics, Daniel T. Valentine Ph.D.
"The e-book is obviously written and will be optimistically suggested as a normal and accomplished aerodynamics textual content for using scholars of aeronautical engineering.Journal of Aerospace Engineering.... a beneficial textual content for the undergraduate now not least as a result huge use of good annotated examples and the wide variety of themes covered.The Aeronautical magazine.
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24 Aerodynamics for Engineering Students From the figures given above, the Reynolds number VDp/pmay be calculated for each case. 11 x lo8 It is seen that the values of Re for cases (C) and (E) are very close to that for the full-size aircraft. Cases (A), (C) and (E) are therefore dynamically similar, and the flow patterns in these three cases will be geometrically similar. In addition, the ratios of the local velocity to the free stream velocity at any point on the three bodies will be the same for these three cases.
It is also the total force resisting the motion of the body through the surrounding fluid. There are a number of separate contributions to total drag. As a first step it may be divided into pressure drag and skin-friction drag. Skin-friction drag (or surface-friction drag) This is the drag that is generated by the resolved components of the traction due to the shear stresses acting on the surface of the body. This traction is due directly to viscosity and acts tangentially at all points on the surface of the body.
For aircraft stability and control studies, however, it is more convenient to use a slightly different system of forces. f. 43) (where F i s an aerodynamic force and S is an area) is similar to the type often developed and used in aerodynamics. It is not, however, used in precisely this form. In place of pV2 it is conventional for incompressible flow to use i p V z , the dynamic pressure of the free-stream flow. The actual physical area of the body, such as the planform area of the wing, or the maximum cross-sectional area of a fuselage is usually used for S .