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Lift-induced drag, induced drag, vortex drag, or sometimes drag due to lift, in aerodynamics, is an aerodynamic drag force that occurs whenever a moving object redirects the airflow coming at it. This drag force occurs in airplanes due to wings or a lifting body redirecting air to cause lift and also in cars with airfoil wings that redirect air ...
He thus suggests that birds do not utilise vertical stabilisers, since they do not need to counteract adverse yaw caused by lift-induced drag. [1] Washout is also found in gliders [2] and hang gliders. [3] In helicopters, blade twist is used to reduce lift towards the blade tip, thus reducing unequal rotor lift distribution. [4]: 2–9
The drag coefficient is always associated with a particular surface area. [3] The drag coefficient of any object comprises the effects of the two basic contributors to fluid dynamic drag: skin friction and form drag. The drag coefficient of a lifting airfoil or hydrofoil also includes the effects of lift-induced drag.
Lift-induced drag (also called induced drag) is drag which occurs as the result of the creation of lift on a three-dimensional lifting body, such as the wing or propeller of an airplane. Induced drag consists primarily of two components: drag due to the creation of trailing vortices ( vortex drag ); and the presence of additional viscous drag ...
Wingtip vortices are associated with induced drag, the imparting of downwash, and are a fundamental consequence of three-dimensional lift generation. [1]: 5.17, 8.9 Careful selection of wing geometry (in particular, wingspan), as well as of cruise conditions, are design and operational methods to minimize induced drag.
Suckdown is the result of entrainment of air around aircraft by lift jets when hovering. It also occurs in free air (OGE) causing loss of lift by reducing pressures on the underside of the fuselage and wings. Enhanced entrainment occurs when close to the ground giving higher lift loss. Fountain lift occurs when an aircraft has two or more lift ...
This increase can cause the drag coefficient to rise to more than ten times its low-speed value. The value of the drag-divergence Mach number is typically greater than 0.6; therefore it is a transonic effect. The drag-divergence Mach number is usually close to, and always greater than, the critical Mach number.
This is the key to explaining how the C-wing produces nearly the same induced-drag reduction as the corresponding fully closed system, as discussed below. The upshot is that although closed systems can produce large induced-drag reductions relative to a conventional planar wing, there is no significant aerodynamic advantage that uniquely ...