Fundamentals of Aerodynamics 6th Edition Anderson Solutions Manual

Fundamentals of Aerodynamics 6th Edition

Anderson Solutions Manual

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Copyright © 2017 McGraw-Hill Education. All rights reserved. No reproduction or distribution
without the prior written consent of McGraw-Hill Education
Copyright © 2017 McGraw-Hill Education. All rights reserved. No reproduction or distribution
without the prior written consent of McGraw-Hill Education
Copyright © 2017 McGraw-Hill Education. All rights reserved. No reproduction or distribution
without the prior written consent of McGraw-Hill Education
Copyright © 2017 McGraw-Hill Education. All rights reserved. No reproduction or distribution
without the prior written consent of McGraw-Hill Education
5.8 For the Wrights’ 1900 glider, AR1 = 3.5. For the Lilienthal data, AR2 = 6.48.

Eq. (5.70), written for the Wrights’ 1900 glider, is

a1 =

and for the Lilienthal data.

a2 =

Hence,

We set ao = 2 . Also, for the rectangular wing planform (taper ratio = 1.0) of the

Wrights, from Eq. 5.20 1 = 0.06. For the ogival planform with pointed tips (taper

ratio = 0) for the Lilienthal data, 2 = 0.12. Thus,

= = = 0.83

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Hence, to apply the Lilienthal data the Wrights’ 1900 glider taking into account

the difference in aspect ratio, the value of lift coefficient of 0.546 from the table

should be reduced to

η = (0.546)(0.83) = 0.45

The Wrights should have used η = 0.45 instead of 0.546.

(Note: We continue here Lilienthal’s use of η for the normal force coefficient, as

seen in Figure 1.65. It is defined in conjunction with Eq. (1.63).)

________________________________________________________________

5.9 (a) AR = = = 5.385

V∞ = 362 mph = 362 = 530.9 ft/sec

From Appendix E, at 18,500 ft, ρ∞ = 0.0013329 slug/ft3. In steady, level flight,

L = W. Thus

L = W = ½ ρ ∞ V ∞ 2 S CL

or,

CL = =

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 CL = 0.128

From Eq. (5.62)

CD,i=

For the elliptical wing of the Spitfire, e = 1. Thus

CD,i= =

(b) D = T = P/V∞ = = = 979 lb.

D = ½ ρ ∞ V ∞ 2 S CD

=
CD = = 0.0215

Thus,

= = 0.045

The induced drag is only 4.5% of the total drag. This is no surprise because at

Vmax, the lift coefficient is very small and therefore so is the induced drag

coefficient.

________________________________________________________________

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 5.10 Since only the wing planform shape is different from that in Problem 5.9,

everything else being the same, the lift coefficient and aspect ratio are the same

as in Problem 5.9. Only the span efficiency factor, e, will be different. From Fig.

5.20, for a taper ratio of 0.4 and AR = 5.385, = 0.005. Thus

e= = = 0.995

= = =

The value of obtained from Problem 5.9 is 0.000968. By changing the

planform from an elliptical shape to a tapered wing with taper ratio 0.4, the

increase in the induced drag coefficient is only 0.000973 – 0.000968 = 5 x 10-6,

or only a 0.5 percent increase. This underscores that a tapered wing with a taper

ratio around 0.4 is just about as aerodynamically efficient at the optimum elliptical

wing shape.

________________________________________________________________

5.11 V∞ = 70 = 102.67 ft/sec

At standard sea level, ρ∞ = 0.002377 slug/ft3. Thus,

=
CL =

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Fundamentals of Aerodynamics 6th Edition Anderson Solutions Manual

CL = 1.92

= = =

For this low-speed case, the induced drag coefficient is much larger than in the

high-speed case, 0.218 compared to 0.000968. Indeed, for an airplane flying at

low speeds near stalling speed, induced drag is by far the dominant source of

drag, whereas at high speeds it is only a small fraction of the total drag.

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