Designer Eleanor Lutz used high-speed video of five different flying species to create this graphic illustrating the curves swept out in their wingbeats. The curves are constructed from 15 points per wingbeat and are intended more as art than science, but they’re a fantastic visualization of several important concepts in flapping flight. For example, note the directionality of the curves as a whole. If you imagine a vector perpendicular to the wing curves, you’ll notice that the bat, goose, and dragonfly would all have vectors pointing forward and slightly upward. In contrast, the moth and hummingbird would have vectors pointing almost entirely upward. This is because the moth and hummingbird are hovering, so their wing strokes are oriented so that the force produced balances their weight. The bat, goose, and dragonfly are all engaged in forward flight, so the aerodynamic force they generate is directed to counter their weight and to provide thrust. (Image credit: E. Lutz; via io9)
Search results for: “drag”
Transonic Flow
In the transonic speed regime the overall speed of an airplane is less than Mach 1 but some parts of the flow around the aircraft break the speed of sound. The photo above shows a schlieren photograph of flow over an airfoil at transonic speeds. The nearly vertical lines are shock waves on the upper and lower surfaces of the airfoil. Although the freestream speed in the tunnel is less than Mach 1 upstream of the airfoil, air accelerates over the curved surface of airfoil and locally exceeds the speed of sound. When that supersonic flow cannot be sustained, a shock wave occurs; flow to the right of the shock wave is once again subsonic. It’s also worth noting the bright white turbulent flow along the upper surface of the airfoil after the shock. This is the boundary layer, which can often separate from the wing in transonic flows, causing a marked increase in drag and decrease in lift. Most commercial airliners operate at transonic Mach numbers and their geometry is specifically designed to mitigate some of the challenges of this speed regime. (Image credit: NASA; via D. Baals and W. Corliss)
Seahorse Hunting
Those who have observed the languid pace of seahorses or seadragons swimming might think these fish only hunt slow prey. In fact, the tiny crustaceans on which they feed are extremely quick, capable of velocities over 500 body lengths per second. Instead of speed, the seahorse relies on stealth to capture its prey, as shown in the holographic video above. Seahorses use a pivot method to feed, simultaneously shifting their snouts up and sucking water in to catch their target. But this method of feeding only works for distances of about 1 mm. To get that close in the first place, the seahorse must approach its prey without alerting it. Researchers found that both the seahorse’s head shape and its natural posture create a hydrodynamic quiet zone just off the seahorse’s snout, directly in its strike zone. Fluid velocity and deformation rates in this region are significantly lower than those around the rest of the seahorse’s face when it moves, allowing the fish to sneak up on its prey. These adaptations are remarkably effective, too; the researchers observed that the seahorses were able to position themselves within 1mm of their prey without alerting them 84% of the time. (Video credit: B. Gemmell et al.; via Discover)
Frisbee Physics
Frisbees are a popular summertime toy, but they involve some pretty neat physics, too. Two key ingredients to their long flight times are their lift generation and spin. A frisbee in flight behaves very much like a wing, generating lift by flying at an angle of attack. This angle of attack and the curvature of the disk rim cause air to accelerate over the top of the leading edge. Airflow over the top of the disk is faster than that across the bottom; thus, pressure is lower over the top of the frisbee and lift is generated. Aerodynamic lift and drag aren’t enough to keep the frisbee aloft long, though. Spin matters, too. If the frisbee is launched without spin, gravity acts on it through its center of mass, but lift and drag act through a point off-center because lift tends to be higher on the front of the disk than the back. This offset between gravitational forces and aerodynamic forces creates a torque that tends to flip the frisbee. By spinning the frisbee, the thrower gives it a high angular momentum acting about its spin axis. Now instead of flipping the disk, the torque caused by the offset forces just tips the angular momentum vector slightly. Physically, this is known as spin stabilization or gyroscopic stability. Tomorrow we’ll take a closer look at airflow over the frisbee. (Image credit: A. Leibel and C. Pugh, source video; recommended papers by: V. Morrison and R. Lorentz)
Sharkskin Fluid Dynamics
Sharks have evolved some incredible fluid dynamical abilities. Instead of scales, their skin is covered in microscopic structures called denticles. To give you a sense of size, each denticle in the black and white image above is about 100 microns across. Denticles are asymmetric and overlap one another, creating a preferential flow direction along the shark. When water tries to move opposite the preferred direction, the denticles will bristle, like in the animation above. The bristled denticles form an obstacle for the reversed flow without any effort on the shark’s part. Since local flow reversal is an early sign of separation, researchers theorize that this bristling tendency prevents flow along the shark’s skin from separating. Keeping flow attached, especially along the shark’s tail, is vital not only to the shark’s agility but to keeping its drag low. Researchers have even begun 3D printing artificial shark skin to try and harness the animal’s hydrodynamic prowess. For much more shark-themed science, be sure to check out this week’s “Several Consecutive Calendar Days Dedicated to Predatory Cartilaginous Fishes” video series by SciShow, It’s Okay to be Smart, The Brain Scoop, Smarter Every Day, and Minute Physics. (Image credits: J. Oeffner and G. Lauder; A. Lang et al.; original video; jidanchaomian)
Reader Question: Winglets
Reader tvargo writes:
First off… love your blog! I know very little about physics, but love reading about it. Could you potentially explain what the little upturned ends of wings do? looking on wikipedia is see this: “There are several types of wingtip devices, and although they function in different manners, the intended effect is always to reduce the aircraft’s drag by partial recovery of the tip vortex energy.” huh?
Thanks! That’s a great question. Winglets are very common, especially on commercial airliners. To understand what they do, it’s helpful to first think about a winglet-less airplane wing. Each section of the wing produces lift. For a uniform, infinite wing, the lift produced at each spanwise location would be the same. In reality, though, wings are finite and wingtip vortices at their ends distort the flow. The vortices’ upward flow around the ends of the wing reduces the lift produced at the wing’s outermost sections, making the finite wing less efficient (though obviously more practical) than an infinite wing.
Adding a winglet modifies the end conditions, both by redirecting the wingtip vortices away from the underside of the wing and by reducing the strength of the vortex. Both actions cause the winglet-equipped wing to produce more lift near the outboard ends than a wing without winglets.
But why, you might ask, does the Wikipedia explanation talk about reducing drag? Since a finite wing produces less lift than an infinite one, finite wings must be flown at a higher angle of attack to produce equivalent lift. Increasing the angle of attack also increases drag on the wing. (If you’ve ever stuck a tilted hand out a car window at speed, then you’re familiar with this effect.) Because the winglet recovers some of the lift that would otherwise be lost, it allows the wing to be flown at a lower angle of attack, thereby reducing the drag. Thus, overall, adding winglets improves a wing’s efficiency. (Photo credit: C. Castro)
Turbojet Engines
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GE has a great new video with a straightforward explanation of the turbojet and the turbofan engines. The simplest description of the engines–suck, squeeze, bang, blow–sounds like a euphemism but it’s fairly accurate. The engines draw in air, compress it by making it flow through a series of small rotating blades, add fuel and combust the mixture, pull out energy through a turbine, and then blow the high-speed exhaust out the back to generate thrust. The thrust is key because it’s the force that overcomes drag on the plane and also generates the speed needed to create lift. There are two ways to significantly increase thrust: a) increase the mass flow rate of air through the engine, and/or b) increase the exhaust velocity. The turbojet engine draws in smaller amounts of air but generates very high exhaust velocities. The turbofan is today’s preferred commercial aircraft engine because it can generate thrust more efficiently at the desired aircraft velocity. The turbofan essentially has a turbojet engine in its center and is surrounded by a large air-bypass. Most of the air passing through the engine flows through the bypass and the fan. This increases its velocity only slightly, but it means that the engine accelerates much larger amounts of air without requiring much larger amounts of fuel. As an added bonus, the lower exhaust velocities of the turbofan engine make it much quieter in operation. (Video credit: General Electric)
Wing-Warping
This replica of the Wright brothers’ 1902 glider demonstrates one of the important innovations the brothers contributed toward powered heavier-than-air flight. To control an aircraft in roll, the Wright brothers developed the idea of wing-warping. The pilot would lie in the cradle (center of image) and shift his body to one side. A system of wires and pulleys would then twist the wings from their rear edge, pulling one side down and the other up. This deflection is akin to changing the wing’s angle of attack. Deflecting the right wingtip downward increased the lift on the right side of the glider, while simultaneously the upward deflection on the left decreased the lift on that side. This causes the glider to bank, or roll, with the right wing up, thereby generating a leftward turn. The lift differential also caused a drag differential, though, with increased drag on the lifted (right, in this case) wing. That extra drag tended to pull the aircraft’s nose rightward, a condition known as adverse yaw. To counter it, the Wright brothers installed a steerable rudder and linked it to the wing-warping mechanism, allowing them to turn with much less effort than other conventional craft. Although wing-warping has been replaced with ailerons, the control principles remain the same. For more, watch this demo of the wing warping mechanism on a 1903 Wright Flyer replica. (Image credit: C. Devers)
Brazuca
Since 2006, Adidas has unveiled a new football design for each FIFA World Cup. This year’s ball, the Brazuca, is the first 6-panel ball and features glued panels instead of stitched ones. It also has a grippy surface covered in tiny nubs. Wind tunnel tests indicate the Brazuca experiences less drag than other recent low-panel-number footballs as well as less drag than a conventional 32-panel ball. Its stability and trajectory in flight are also more similar to a conventional ball than other recent World Cup balls, particularly the infamous Jabulani of the 2010 World Cup. The Brazuca’s similar flight performance relative to a conventional ball is likely due to its rough surface. Like the many stitched seams of a conventional football, the nubs on the Brazuca help trip flow around the ball to turbulence, much like dimples on a golf ball. Because the roughness is uniformly distributed, this transition is likely to happen simultaneously on all sides of the ball. Contrast this with a smooth, 8-panel football like the Jabulani; with fewer seams to trip flow on the ball, transition is uneven, causing a pressure imbalance across the ball that makes it change its trajectory. For more, be sure to check out the Brazuca articles at National Geographic and Popular Mechanics, as well as the original research article. (Photo credit: D. Karmann; research credit: S. Hong and T. Asai)
Hawk in Flight
For a little more than century, mankind has taken flight in fixed-wing aircraft. But other species have flown for much longer using flapping techniques, the details of which humans are still unraveling. To really appreciate flapping flight, it helps to have high-speed video, like this beautiful footage of a goshawk attacking a water balloon. The motion of the hawk’s wings is far more complex than the simple up and down flapping we imitate as children. On the downstroke, the wings and tail stretch to their fullest, providing as large an area as possible for lift. During steady flight, the bird flaps while almost horizontal for minimal drag, but as it approaches its target, it rears back, allowing the downstroke to both lift and slow the bird. In the upstroke, the bird needs to avoid generating negative lift by pushing air upward. To do this, it pulls its wings in and simultaneously rotates them back and up. Its tail feathers are also pulled in but to a lesser extent. Leaving them partially spread probably maintains some positive lift and provides stability. At the end of the upstroke, the hawk’s wings are ready to stretch again, and so the cycle continues. (Video credit: Earth Unplugged/BBC; h/t to io9)
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