Boundary Layer.

Sandesh

Well-Known Member
Dear fellow aviators,
I am learning about Aerodynamics right now, So I stumbled upon few question, Can somebody please explain me the concept of boundary layer, and Why does it get bigger as you move aft on an Airfoil? 2. Why does laminar airflow create less friction Drag?




Thank you for all of your help, It is appreciated,
Sandesh P.
 
Dear fellow aviators,
I am learning about Aerodynamics right now, So I stumbled upon few question, Can somebody please explain me the concept of boundary layer, and Why does it get bigger as you move aft on an Airfoil? 2. Why does laminar airflow create less friction Drag?




Thank you for all of your help, It is appreciated,
Sandesh P.

The concept of the boundary layer is basically the concept of friction applied to a fluid... In the case of an airplane wing the fluid is air. (By the way, the term fluid is used to describe both liquids and gases, not just liquids).

Imagine first what would happen to a solid block (like a brick) if you slid it along a flat plate, like the surface of a flat glass table. The solid would start out at a particular speed, and do to friction between the plate and the block it would begin to be slowed, until it eventually came to a stop.

But because we are talking about a SOLID the whole object would slow at the same time. In other words, the friction force from the bottom surface would affect the entire brick simultaneously, and slow the entire brick simultaneously.

Now imagine doing the same thing to something that isn't quite a solid, like a block of jello. Unlike the brick, as the block of jello slid along the table, the bottom of the jello would slow faster than the top of the jello, because jello is a little bit flexible. Because the bottom is slowing faster than the top, the block of jello would start to deform and sort of "smear out" a little. But jello is still basically a solid, so it can't "smear out" completely like a liquid or a gas could. So the bottom is going to be dragged along a little by the motion of the rest of the cube of jello. If it weren't, the cube of jello would fall apart completely.

Now think about what happened to the jello and apply that to an imaginary "block" of air. The air is even more "flexible" than the jello, so it is going to smear out even more than the jello did. In fact, because it is a fluid (which just means it is a liquid or a gas), it can smear out completely. The bottom of the "cube" of air can come to a complete stop, and as you move up the cube the rest of the air will be affected less and less. And in fact this is exactly what happens. The bottom of the air comes to a complete stop, and the speed increases as you move farther up from the surface of the plate. When you get high enough above the surface of the plate, the air is moving along affected very little by the friction forces that are acting on the air molecules below them. The boundary layer is the area that is slowed by friction.

So that is what a boundary layer is, now why does it grow as you move aft along the plate?

Ok, let's go back to our mental model of the block of jello. Imagine the jello is moving along at a constant speed through space with no table below it. It is shaped like a perfect cube, just flinging along. All of a sudden, it comes to the table in such a way as to be perfectly aligned so that the bottom of the cube of jello is just skimming the surface of the glass table.

Now imagine the shape of the jello right as it encounters the table. Try to picture it in your mind in slow motion. Just before it encounters the table, the whole thing is moving at the same speed and it's a perfect cube. As the bottom just barely encounters the table, it is slowed by friction, but most of the cube just continues along at the same speed. So only a very thin sliver of jello is slowed down.

A few fractions of a second later, though, the jello has moved forward some, but also, the slowing from the bottom has been transfered up the cube of jello just a little bit higher, and the jello is less cube shaped. The jello is now less cube shaped, as more of the bottom of the jello is "smeared" backwards. At this time maybe only the top half of the cube is still moving along at its original speed and only the top half of the cube is still "cube-shaped". The bottom half is kind of starting to smear backwards. So now instead of just the very bottom surface of the cube being "smeared", the bottom half of the cube is "smeared". Our boundary layer (the amount of the fluid that is affected by friction forces) has grown in thickness.

The exact same thing would happen with a cube of air, only more so, due to the fact that air is even more flexible than jello. After all, jello behaves sort of like a fluid, but it is really still solid. For air or water or any other fluid, the effect would be even more pronounced.

Hope this helps. Just realize that the above analogy is good, but it isn't 100% exact. I modeled a block of air as being similar to a block of jello, but they aren't similar enough to treat them exactly the SAME the way I just did. It's a convenient mental model, but there are some more complexities that I sort of glossed over. For example, a block of jello CAN'T become turbulent.
 
I thought that was confusing. Here is what the navy has to say about the boundary layer:

Because the air has viscosity, air will encounter resistance to flow over a surface. The viscous nature of airflow reduces the local velocities on a surface and accounts for the drag of skin friction. The retardation of air particles due to viscosity is greatest immediately adjacent the surface. At the very surface the particles are slowed to relative velocities near zero. Above this area other particles experience successively less smaller retardation until finally, at some distance above the surface, the local velocity reaches full value of the airstream above the surface. This layer of air over the surface which shows local retardation of airflow from viscosity is termed the "boundary layer"

As energy dissipates within the air at the end of the surface it begins to become detached into a turbulent airflow area.
 
oh, I just realized that neither Cessnaflyer nor I answered the third part of the question, which was "why does laminar airflow create less friction drag?"

First we need a good definition for laminar and turbulent airflows. We'll use a somewhat imprecise definition, because it will be better for a laymen understanding, rather than focusing on a very complicated definition which might be more exact, but also more difficult to understand. In fact, I'm going to avoid all of the technical terminology as much as I can, and try to answer this heuristically rather than formally.

Ok, in a quantity of any fluid (liquid or gas) the molecules are in random motion in all directions, but the motions are relatively small. In a laminar airflow, the molecules are moving along the direction of the flow of air, but they are also moving randomly. It's just that the size of the random motions is very very small compared to the motion of the overall flow. In turbulent airflow, the molecules' random motions are larger compared to the overall flow of the air, so the air flow experiences "eddies". You can think of laminar flow as the flow of a quick moving stream-- all of the water moving in the same direction. Turbulent flow is like what would happen to that stream if you got to a section with a lot of big rocks for it to flow around-- you get rapids... Again, not exactly, but close enough.

This results in a laminar airflow experiencing most of the flow along the direction of the stream lines, and very little flow (call it zero flow) across streamlines. The air molecules remain "lined up". In turbulent flow there is a significant amount of motion of molecules perpindicular to the general direction of the flow. (Or maybe perpindicular to the relative wind may explain it better). Turbulent flows are "mixed".

So as a laminar flow moves along a surface, the surface has the most interaction with the slow particles near the surface, and the least interaction with the fast particles on top. And since the flow IS laminar, the slow particles stay near the surface and the flat particles STAY on top.

In a turbulent flow, the faster particles don't STAY on top, the get "mixed" into the flow, and moved towards the surface.

What does all of this mean? Well, the friction is due to the relative motion of the air mass with respect to the plate. The motion that "counts" the most is the motion nearest the surface. In laminar flow, the air mass near the plate has a slower speed. In a turbulent flow, the faster air molecules near the edge of the boundary layer get "mixed into" the flow and moved towards the surface. Once down there they experience greater friction, because of their greater speed. This greater friction equates to more skin friction drag.

Hope that makes sense.
 
Hey Tgrayson,

Am I missing any big points here? Or do you have a more concise way of explaining this that still isn't too technical?

I didn't really want to get into viscosity and shear stresses, normal forces, tangential forces, etc., etc.,

Don't know if I'm succeeding, but I was at least TRYING to keep it simple, but it seems like I still wound up writing a book!
 
Good posts Fish, probably too technical for the lay person. But, basically boundary layer is due to fiction against a fliuid. Velocity at the surface is assumed to be 0 and increases as you move further away from the surface until you reach the velocity of the stream. Here is a pretty simple graphic:

TH11G2.jpg
 
Dear fellow aviators,
I am learning about Aerodynamics right now, So I stumbled upon few question, Can somebody please explain me the concept of boundary layer, and Why does it get bigger as you move aft on an Airfoil? 2. Why does laminar airflow create less friction Drag?




Thank you for all of your help, It is appreciated,
Sandesh P.


A few considerations, if I may,

1. A laminar airflow will result in lower skin friction drag...but will result in higher form drag (the drag due to pressure forces on the airfoil, i.e. the wake that results behind the airfoil.) This "wake" does not cause the drag, or pull at the airfoil...but is a visual representation of the forces in play.

2. We think of a laminar airflow as "good"...but it will result in an early separation of the boundary layer and result in an adverse pressure gradient (think large wake). This is form drag and can be much stronger than skin friction drag.

3. There must be a balance between laminar and turbulent airflow. The boundary layer must be turbulent enough to adhere to the wing yet not so turbulent that it causes excessive skin friction drag.

Something, IMO, that demonstrates an understanding of boundary layers, skin friction and form drag...is the physics of a golf ball.

Why does a golf ball have dimples? Wouldn't it go farther if it was smooth?

Basically, the dimples introduce turbulence into the boundary layer to prevent early separation of the airflow (early separation creates an "adverse pressure gradient" and high form drag...the wake.) This causes the airflow to stay on the ball all the way around and perform more work on the ball.

Yes, higher skin friction drag...but the ball goes farther because form drag is reduced.

A lot of texts will leave you feeling unfullfilled in respects to what a boundary layer is and its significance. But from a practical point of view, the above is what I prefer to know.
 
If I may, Fish ... (hijack!)

Can you explain to me if there is a constant involved with the friction when you mentioned the "smearing" which could be measured by a heat signature and considered a constant? Hope I'm not taking this too far. I really got the picture with the Jello visualizations - great great explanations! Now I want more. Thanks!
 
If I may, Fish ... (hijack!)

Can you explain to me if there is a constant involved with the friction when you mentioned the "smearing" which could be measured by a heat signature and considered a constant? Hope I'm not taking this too far. I really got the picture with the Jello visualizations - great great explanations! Now I want more. Thanks!

Well, you probably wouldn't be able to get too much information from a "heat signature" for MOST applications. About the only time that you would really need to deal with heating is if you are talking about supersonic and hypersonic flows. So if you are looking at the SR-71 (mach 3), or a shuttle re-entry (mach 25), then you would get good information from the heat.

For most applications, though, there just isn't that MUCH heating to even really worry about it.

Instead, the number that is probably the biggest player is called Reynold's Number (Re). Reynolds number is basically the speed of the fluid waaaayyy up stream, multiplied by the density of the fluid, multiplied by some length (which in the case of the flat plate that we've been looking at is the distance down the plate that the fluid has travelled), and divided by the viscosity.

You probably have a good idea about what density, speed, and distance are, but what about viscosity? It has to do basically with how much the fluid wants to "stick" to a surface (and how much it "sticks" to itself). Or think of it this way: imagine stirring a cup of water with a spoon, and how much effort it would take to get the cup of water spinning. Now imagine stirring a cup of syrup or molasses. It would take more force to stir the molasses, because the molasses has the higher viscosity.

Anyway, as Reynold's number gets higher, the flow will transition from laminar to turbulent. Going back to our cup of water, if you stirred the water really really fast, you could probably get bubbles and such to form in the water. But to do the same thing in the cup of molasses, you'd have to stir it much much faster.

Let's bring that idea back to our flat plate. High Reynold's numbers equals turbulent flow-- Low reynolds numbers equals laminar flow. Since we can't change the viscosity of air, and the density of air only changes a very little bit from one day to the next lets look at the things that change a lot: Speed, and distance.

A high speed flow over a surface will become turbulent earlier than a low speed flow. By "earlier" what I mean is at a shorter distance down the plate. In a low speed flow, the point at which the flow will become turbulent is "later" or farther down the plate.

Hope this helps with out losing the forest for the trees.
 
again ... great visually stimulating descriptions. Thank you!

Does viscosity also mean humidity in relation to High/Low viscosity when we're referring to air?
 
again ... great visually stimulating descriptions. Thank you!

Does viscosity also mean humidity in relation to High/Low viscosity when we're referring to air?




No, humidity won't affect viscosity, although I can see how you might think that if you are thinking about viscosity as "stickiness". On humid days the air certainly does feel "stickier", but that's not because the viscosity has changed, it's just because your sweat can't evaporate as well and your shirt sticks to you.

Viscosity is affected pretty much just by temperature (and a little bit by pressure, but not very much). It's also specific to the TYPE of fluid you are dealing with, of course.

What humidity WILL affect is density. As the air takes on more water vapor (humidity goes up) it displaces some of the air molecules. In other words, the air molecules have to sort of "move out of the way" to accomodate more water, so the density of the air goes down as humidity goes up.

And density WILL affect reynolds number. So since density goes down, Reynolds number goes down (remember density was in the TOP part of the equation). So on a humid day the flow will stay laminar for a little longer down the plate, or at a slightly higher airspeed. But this is due to the density changing, not the viscosity.
 
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