# Effect of angle attack on lift and drag relationship

### AP4ATCO - Lift/Drag Ratio, Forces Interaction and Use - SKYbrary Aviation Safety

Increasing the angle of attack can increase the lift, but it also increases drag so known to get a bit testy about their lift being attributed to the Bernoulli effect. The altered airfoil shape causes a reduction in the effective angle of attack, so both the suction on top and the pressure on the bottom are lower. particular angle of attack (and airspeed), lift and drag must be considered together. coefficient of drag versus angle of attack curve shows that C. D increases . The same lift over drag relations exists at low speed as well as high speed. All items that affect the aeroplane's drag, affect CD/CL ratio as well.

The first consequence is a loss of lift. The aerodynamic lift the vertical force shown in Figure 4. High lift is obtained when the pressure on the bottom surface is large and the pressure on the top surface is small. Separation does not affect the bottom surface pressure distribution.

However, comparing the solid and dashed arrows on the top surfacejust downstream of the leading edge,we find the solid arrows indicating a higher pressure when the flow is separated.

Lift, Coefficient of Lift

This higher pressure is pushing down, hence reducing the lift. This reduction in lift is also compounded by the geometric effect that the position of the top surface of the airfoil near the leading edge is approximately horizontal in Figure 4.

When the flow is separated, causing a higher pressure on this part of the airfoil surface, the direction in which the pressure is acting is closely aligned to the vertical, and hence, almost the full effect of the increased pressure is felt by the lift. The combined effect of the increased pressure on the top surface near the leading edge, and the fact that this portion of the surface is approximately horizontal, leads to the rather dramatic loss of lift when the flow separates.

Note in Figure 4. Now let us concentrate on that portion of the top surfacenear the trailing edge. On this portion of the airfoil surface, the pressure for the separated flow is now smaller than the pressure that would exist if the flow were attached.

Understanding Angle of Attack 3. Co-efficient of Lift and Drag 4. Defining a Stall 5.

Understanding Angle of Attack Angle of Attack of 0 degrees with a cross-sectional symmetrical wing form e. It is impossible with current technology to have zero drag and lift.

An angle of attack of 90 degrees for a 2-dimensional plate shaped wing would produce 0 lift and the maximum total drag. Just because the wing looks like it's pointing straight doesn't mean it's not producing lift you know. Modern wing designs produce smallest drag coefficient values with an absolute angle of attack value greater than zero for efficiency which is why they're commonly more convex-curved on the top than the bottom. Coefficient of Lift and Drag You basically multiply the coefficient value of lift by airspeed and you get the value of lift force.

Similar with drag, you multiply it by airspeed and you get the drag force. Most images on the internet refer to a lift value of "1g" neither accelerating upwards or downwards - g refers to the value of 9.

They aren't incorrect, it is just that people often miss-understand how their airspeed are related to angle of Attack. Drag and lift are merely vector components of the reaction force of the airflow on the wing: Defining a Stall Many people have a misunderstanding what a "stall" is and thought it was merely just the speed at which a plane "drops out of the sky. However in my case I merely just did not understand the terminology or definition of "Stall" but I did at least understand the basic concepts before even coming anywhere close to why a wing is shaped funny.

What I understood back then though, is that increasing the angle of the wing to the airflow, after a certain angle the wing wouldn't produce more lift and would start to decrease.

### Angle of attack - Wikipedia

Else people would be flying like helicopters at 90 degrees with infinite lift. You could try thinking it of it this way, the preserving of kinetic energy and obtaining the maximum acceleration.

Refer to the secenario below. Assume the ball does not bounce and the wall has zero friction as if you're playing Quake 3 Arena while pogo-jumping and hitting a vertical wall while moving as an example.

## Angle of attack

In the first example the ball hits the wall There's no conservation of energy here. Thus, the two couples generally cancel each other out. Lift is a force which opposes the downward force of weight.

It is produced by the dynamic effect of the air acting on the airfoiland acts perpendicular to the flightpath through the center of lift. Drag is a rearward, retarding force caused by disruption of airflow by the wing, rotor, fuselage, and other protruding objects.

Drag opposes thrust, and acts rearward parallel to the relative wind. In steady and level flight: If during steady and level flight, thrust is increased, then the aircraft will start to accelerate in the direction of thrust will start to gain speed. The increase in speed will lead to increase in drag.

In the reverse situation, when during steady and level flight thrust is reduced, the aircraft will start to accelerate in the direction of drag the speed will start to decrease.