Fluid mechanics is one of the major disciplines of physics applied in the design of airplane wings. Out of the many things considered is the relationship between angle of attack, airspeed, and lift. The angle of attack is measured in degrees between the chord and the direction of flight. Lift is an artificial force generated by the wings and can be manipulated by a pilot. Lift has varying characteristics during different times of the flight for instance during a level cruise it equals weight, its greater than weight during a climb and during descent its less than weight.
The parameters under consideration for the simulation include the chord length, distance of the span, area, aspect ratio, angle of attack, camber and thickness. It is assumed that the lift needed to maintain level flight is 20000N. the following parameters are held constant during the simulation.
Chord = 2.00 m.
Span = 10.0 m (Distance from wingtip to wingtip.)
Area = 20 m^2
Aspect ratio (AR, defined as span / chord) = 5
AR correction = ON
AOA (Angle) = 5 deg.
Thickness = 10%
Earth - Average day
Initially camber is set to 5% and angle of attack varied from 5 to 10. The results of the simulation are tabulated below.
Camber is then set to 20% and angle of attack also varied from 5 to 10. The results of the simulation are tabulated below.
It is noticed that the wing stalls just before 10 degrees of angle of attack and the lift drops. The results from the table were used to plot speed (Y-axis) vs. AOA (X-axis) for camber = 5% and camber = 20% as shown below.
Camber 5%
Camber 20%
Angle of attack (AOA)
Speed (km/h)
Speed (km/h)
The graphs show that with a high camber value the airplane experiences lower stall speeds. For a 5% camber the stall speed is about 115 kilometers per hour and about 85 kilometers per hour for 20% camber. In both case the angle of attack remains constant hence has no influence on the stall speed.
The advantage of high camber is the reduction of stall accidents. The results show that high camber values are desired. In this context camber refers to the curving from the leading edge to the trailing edge of an airfoil. The benefit associated with camber, compared to a symmetrical airfoil, is that it increases the lift coefficient. Consequently the stalling speed of the airplane is minimized. This is desired because it will reduce accidents due to stalls.
Another advantage of higher camber is its benefit to the pilot in that they are able to control the airplane comfortably. This is because a higher camber results in the design of the wings being thick and as a result produces more lift that the pilot can manipulate so as to control the airplane.
Depending on the design, such as the superficial airfoils with a flattened upper surface, have a high camber. In addition they have a large leading edge radius. This is important when considering the beginning of a wave drag. This design delays start of wave drags. This will consequently delay the stalling which will help in reducing and stall accidents.
Kimberlin, R. D. (2003). Flight testing of fixed-wing aircraft. Reston, VA: American Institute of Aeronautics and Astronautics.
Love, M. C. (1997). Spin management and recovery. New York: McGraw-Hill.
McCormick, B. W. (1979). Aerodynamics, aeronautics, and flight mechanics. New York: Wiley.
