![]() ![]() For this purpose, NACA 2412 Airfoil which has a maximum camber of 2% located at 40% (0.4 Chords) from the leading edge with a maximum thickness of 12% of the chord & NACA 3412 which has a maximum camber of 3% located at 40% (0.4 Chords) from the leading edge with a maximum thickness of 12% of the chord are employed. Here we are going to analyse the impact of increase in the percentage of camber on the ratio of CL/CD. The amount of laminar flow can be maximised on a straight wing by using very carefully tailored shapes to move the maximum thickness very far aft on the wing. We focused our research on a straight wing. Here in this paper, we are trying to increase the CL/CD ratio by increasing the percentage of the camber in the NACA airfoil. FOM is the ratio of the section maximum lift coefficient (CL, max) to the cruise section profile drag coefficient (CD). In order to minimize the wing profile drag the figure of merit (FOM) applicable to aircraft should be maximized. ![]() ![]() The wing profile for most aircraft is of airfoil- shaped. Designers main focus is on the design optimisation of the wing profile so as to reduce the drag and thus obtaining better fuel efficiency and overall performance of the aircraft. Camber is a complex property that can be more fully characterized by an airfoil's camber line, the curve Z(x) that is halfway between the upper and lower surfaces, and thickness function T(x), which describes the thickness of the airfoils at any given point.Comparison of Aerodynamic Performance of Aircraft Wing by Changing the Maximum Camber As Percentage of the ChordĪbstract In transport aircraft, the wing contributes about 1/3rd of the total aircraft drag. These changes delay the onset of wave drag.Īn airfoil is said to have a positive camber if its upper surface (or in the case of a driving turbine or propeller blade its forward surface) is the more convex. Supercritical airfoils employ a flattened upper surface, highly cambered (curved) aft section, and greater leading-edge radius as compared to traditional airfoil shapes. It is used for near-supersonic flight and produces a higher lift-to-drag ratio at near supersonic flight than traditional airfoils. One recent cambered design is called the supercritical airfoil. This ensures that, as the aircraft approaches the stall, the wing root stalls before the tip, giving the aircraft resistance to spinning and maintaining aileron effectiveness close to the stall. An aircraft with cambered wings will have a lower stalling speed than an aircraft with a similar wing loading and symmetric airfoil wings.Īn aircraft designer may also reduce the angle of attack of the outboard section of the wings. This minimizes the stalling speed of aircraft using the airfoil. Overview Ĭamber is usually designed into an airfoil to maximize its lift coefficient. The benefits of cambering were discovered and first utilized by George Cayley in the early 19th century. An airfoil that is not cambered is called a symmetric airfoil. In aeronautics and aeronautical engineering, camber is the asymmetry between the two acting surfaces of an airfoil, with the top surface of a wing (or correspondingly the front surface of a propeller blade) commonly being more convex ( positive camber). ![]()
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