PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

LEARNING
MODULE 04:
Airfoil Theory

AMT 3103 – Fundamentals of

Aerodynamics

Prepared by:
AERONAUTICAL ENGINEERING FACULTY

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

TABLE OF CONTENTS
Title Ref Page
Airfoil Nomenclature 1 4
NACA 4-digit and 5-dgit 2 6
Lift, Drag, and Moment Coefficient 1 7
Airfoil Data 1 9
Pressure Coefficient 1 12

TIME COMMITMENT FOR THIS MODULE

Reading Material Time
Airfoil Nomenclature 60 mins
NACA 4-digit and 5-digit 30 mins
Sample Problems - NACA 4-digit and 5-digit 30 mins
Lift, Drag, and Moment Coefficient 60 mins
Sample Problems - Lift, Drag, and Moment Coefficient 45 mins
Airfoil Data 45 mins
Pressure Coefficient 45 mins
Sample Problems - Pressure Coefficient 45 mins
Activity
Practice Problems - NACA 4-digit and 5-digit 45 mins
Practice Problems - Lift, Drag, and Moment Coefficient 60 mins
Practice Problems - Pressure Coefficient 45 mins
Video Meeting
Online Lecture 180 mins
Assessment
Formative Assessment No. 4 180 mins

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

This module discusses the composition, concepts, and theories related to airfoils. Also, it will
tackle the different aerodynamic forces acting on an airfoil and how it affects the flight
performance.

ACADEMIC HONESTY STATEMENT

As students, you are expected to perform tasks with intellectual and academic integrity. The
college assumes basic standard of conduct in academic requirements that students will comply
with honesty and will be credited only for their own efforts.

LEARNING OUTCOMES

Course Learning Outcome (CLO)

CLO 2: Apply the principles of Module Learning Outcome (MLO)
moving air and identify its effect on
aircraft flight and performance. MLO 1. Demonstrate ability to solve
Topic Learning Outcome
CLO 3: Develop a fundamental problems for lift, drag, and moment (TLO)
knowledge of Fundamental of coefficient by answering problems. TLO 5. Identify the parts of an
Aerodynamics as they relate to
MLO 2. Demonstrate the ability to airfoil by inspecting an airfoil
forces of flight. quantify pressure coefficient in any diagram.
CLO 6: Distinguish the different given airfoil. TLO 6. Solve for the coefficients of
solutions needed for different the different forces acting on an
problems involving airfoil and
airfoil using aerodynamic equations
wings.
for lift, drag and moment.
TLO 7. Solving of pressure
coefficient under low-speed and
high-speed subsonic airflows.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Airfoil Nomenclature

Fig. 1 – Airfoil Nomenclature

Leading Edge – the most forward surface of the airfoil

Trailing Edge – the most rearward surface of the airfoil
Chord – measurement of length from the leading edge to the trailing edge of the airfoil
Chord line – is a line connecting the leading edge and trailing edge of an airfoil
Mean Camber Line – is a line where the points of the upper and lower portion of the airfoil
are equidistant
Camber – is the maximum distance between the chord line and the mean camber line
measured perpendicular to the chord line

Fig. 2 – Sketch showing the definition of lift, drag and moment, angle of attack, and relative wind

𝑉∞ - is called the free stream velocity which is the velocity far ahead of the airfoil.
Relative wind – defined as the direction 𝑉∞
Angle of Attack (𝛼) – defined as the angle between the chord line and the relative wind
R – a resultant force created due to pressure and shear stress distributions and is
composed of two components Lift and Drag
Lift (L) – is a vertical component of R which is perpendicular to the relative wind
Drag (D) – is a horizontal component of R which is parallel to the relative wind
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Moment (M) – is a rotating tendency brought about by pressure and shear stress
distribution

Fig. 3 – Physical origin of moments on an airfoil

Consider the pressure distributions in the upper and lower surface of an airfoil as illustrated
above. Since the pressure acts normal to the surface, we can take the summation of the
pressure distribution in each surface over a surface by integrating. Referring to the upper
surface, since the pressure acts normally on the surface, the force is generally facing
downward. This gives us a single acting force acting on a point in the airfoil such as F1 in
this case. Likewise, the pressure on the bottom surface will generate a force acting on a
point facing upward. By definition of lift, lift is the summation of the forces acting on an
airfoil. Lift can happen if the pressure on the bottom surface of an airfoil is higher compared
to the value of pressure on the upper surface. It is important to note that that forces acting
on two points respectively, generates moment that tends to rotate the wing. The moment
can be taken anywhere along the airfoil such as the leading edge, but for all practical
purposes it is usually taken at the quarter chord point (c/4) from the leading edge. By
intuition, we can say that the values of L,D and M depends on the angle of attack of an
airfoil but there exist a point where the moment does not change with respect to the angle
of attack. In other words, moment is constant. This point is called the aerodynamic center
(moment at a.c. Mac).

Note that the aerodynamic center can be found by experiments and for low speed subsonic
airfoils, the aerodynamic center is so close to the quarter chord point.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

NACA 4-digit and 5-digit

The NACA identified different airfoil shapes with a logical numbering system. For example,
the first family of NACA airfoils, developed in the 1930s, was the “four-digit” series, such as
the NACA 2412 airfoil. Here, the first digit is the maximum camber in hundredths of chord,
the second digit is the location of maximum camber along the chord from the leading edge
in tenths of chord, and the last two digits give the maximum thickness in hundredths of
chord. For the NACA 2412 airfoil, the maximum camber is 0.02c located at 0.4c from the
leading edge, and the maximum thickness is 0.12c. It is common practice to state these
numbers in percent of chord, that is, 2 percent camber at 40 percent chord, with 12 percent
thickness. An airfoil with no camber, that is, with the camber line and chord line coincident,
is called a symmetric airfoil. Clearly, the shape of a symmetric airfoil is the same above and
below the chord line. For example, the NACA 0012 airfoil is a symmetric airfoil with a
maximum thickness of 12 percent.

The second family of NACA airfoils was the “five-digit” series, such as the NACA 23012
airfoil. Here, the first digit when multiplied by 3/2 gives the design lift coefficient1 in tenths,
the next two digits when divided by 2 give the location of maximum camber along the chord
from the leading edge in hundredths of chord, and the final two digits give the maximum
thickness in hundredths of chord. For the NACA 23012 airfoil, the design lift coefficient is
0.3, the location of maximum camber is at 0.15c, and the airfoil has 12 percent maximum
thickness.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Sample Problems

1. NACA 2421, chord = 10 ft

Max chord thickness = (21/100) x 10 = 2.1 ft
Location of max camber = (4/10) x 10 = 4 ft
Maximum camber thickness = (2/100) x10 = 0.2 ft

2. NACA 24012, chord = 9 ft

Max chord thickness = (12/100) x 9 = 1.08 ft
Location of max camber = (40/200) x 9 = 1.8 ft
Maximum camber thickness = (2/100) x 9 = 0.18 ft
Designed lift coefficient = 2(0.15) = 0.3

Practice Problems
Solve the following problems. Write your answers in your notebook. Show your complete
solution. Round off your final answer to 2 decimal places. Box your final answer. Submit
your work using Google Classroom, under the specific classwork.

1. The maximum chord thickness of a NACA 2421 is 1.8 ft. What is the length of the chord?

2. Given NACA 4421 with a chord length of 1 meter. Compute for the max chord thickness,
location of max camber, and the maximum camber thickness.

3. Given NACA 25012 with a chord length of 11 feet. Compute for the max chord thickness,
location of max camber, the maximum camber thickness, and designed lift coefficient.

Lift, Drag, and Moment Coefficient

From the previous discussion, it was mentioned that L, D, and M depends on the value of
angle of attack. From intuition, we can also say that it can vary with the free stream velocity
and altitude as well. L, D, and M can depend on:
1. Free Stream Velocity, 𝑉∞
2. Free Stream Density, 𝜌∞
3. Size of the aerodynamic surface, (surface area for airplanes), 𝑆
4. Angle of attack, α
5. Shape of the airfoil
6. Viscosity Coefficient, 𝜇∞ , (from skin friction distributions)
7. Compressibility of the airflow, (indicated by M but V is already listed considers speed of
sound), a∞

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

From these we can write that: L = f(𝑉∞ , 𝜌∞, 𝑆, 𝜇∞ , a∞) ; where D and M are similar functions.
𝑓
From Dimensional Analysis: L = Z𝑉∞𝑎, 𝜌∞ 𝑏
, 𝑆 𝑑 , ae∞, 𝜇∞ : where Z,a,b,d,e,f are dimensionless
constants. Whatever the values of these constants are, the units for the left and right side of
the equation should be equal. Since Lift by definition is a Force, assuming in Newtons for
the metric system, the right side hand of the equation should be equal to this unit of force.
Designating dimensions of mass (m), length (l) and time (t):
Physical Quantity Dimensions
Lift (L) 𝑚𝑙
𝑡2
𝑉∞ 𝑙
𝑡
𝜌∞ 𝑚
𝑙3
𝑆 𝑙2
𝜇∞ 𝑚
𝑙𝑡
a∞ 𝑙
𝑡

Equating the exponents of the left and right hand side of the equation:
𝑓
L = Z𝑉∞𝑎, 𝜌∞ 𝑏
, 𝑆 𝑑 , ae∞, 𝜇∞
𝑚𝑙 𝑙 𝑎 𝑚 𝑏 2 𝑑 𝑙 𝑒 𝑚 𝑓
= ( ) ( 3 ) (𝑙 ) ( ) ( )
𝑡2 𝑡 𝑙 𝑡 𝑙𝑡
Equating the exponents of m, l , and t:

For m: 1 = 𝑏 + 𝑓 For l: 1 = 𝑎 − 3𝑏 + 2𝑑 + 𝑒 − 𝑓 For t: −2 = −𝑎 − 𝑒 − 𝑓

𝑓
Solving for: 𝑏 = 1 − 𝑓 𝑎 = 2 − 𝑒 − 𝑓 𝑑 =1−2
𝑓
Substituting to: L = Z𝑉∞𝑎, 𝜌∞
𝑏
, 𝑆 𝑑 , ae∞, 𝜇∞
𝑓
(2−𝑒−𝑓) (1−𝑓)
, 𝜌∞ , 𝑆 (1−2) , ae∞, 𝜇∞
𝑓
L = Z𝑉∞
Grouping terms with the same exponents:

𝑓
(2) (1) (1) 𝑎∞ 𝑒 𝜇∞
L= Z𝑉∞ , 𝜌∞ , 𝑆 ,( 𝑉 ) , ( 1 )
∞ 𝜌∞ 𝑉∞ 𝑆 2
Note that
1
𝑆 = 𝑙2 𝑎𝑛𝑑 𝑡ℎ𝑒 𝑆 2
= 𝑙 𝑤ℎ𝑒𝑟𝑒 𝑙 𝑐𝑎𝑛 𝑏𝑒 𝑑𝑒𝑠𝑖𝑔𝑛𝑎𝑡𝑒𝑑 𝑎𝑠 𝑡ℎ𝑒 𝑐ℎ𝑜𝑟𝑑 (𝑐 ) 𝑜𝑓 𝑡ℎ𝑒 𝑎𝑖𝑟𝑓𝑜𝑖𝑙
Also
𝑉 𝜌𝑉𝑐
𝑀= 𝑎𝑛𝑑 𝑅𝑒 =
𝑎 𝜇

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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

(2) 1 𝑒 1 𝑓
L = Z𝑉∞ , 𝜌∞, 𝑆,(𝑀 ) , (𝑅𝑒)
∞
Note that:
𝑐𝐿 1 𝑒 1 𝑓
= 𝑍 (𝑀 ) (𝑅𝑒)
2 ∞
1 1
𝐿 = 𝜌∞ 𝑉∞2𝑆𝑐𝐿 𝐵𝑢𝑡 𝑞∞ = 𝜌∞ 𝑉∞2
2 2
𝐿 = 𝑞∞ 𝑆𝑐𝐿 𝑊ℎ𝑒𝑟𝑒 𝑞∞ = 𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑆 = 𝑎𝑟𝑒𝑎
𝑐𝐿 = 𝑐𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡 𝑜𝑓 𝐿𝑖𝑓𝑡

Note that cL is a dimensionless constant and that it varies to Z, Mach Number, & Reynold’s
Number. However, from the initial definition of where L,D & M can depend we noted that it
can also depend on angle of attack and should this change the value of the lift coefficient
would also change. Therefore:
𝑐𝐿 = 𝑓 (𝑎, 𝑀∞, 𝑅𝑒 )
Similar results for D and M:
𝐷 = 𝑞∞ 𝑆𝑐𝐷
𝑐𝐷 = 𝑓(𝑎, 𝑀∞, 𝑅𝑒 )
𝑀 = 𝑞∞ 𝑆𝑐𝑐𝑚 𝑤ℎ𝑒𝑟𝑒 𝑐 = 𝑐ℎ𝑜𝑟𝑑 𝑙𝑒𝑛𝑔𝑡ℎ
𝑐𝑚 = 𝑓 (𝑎, 𝑀∞, 𝑅𝑒 )

Sample Problems
1. The lift produced in a wing with an area of 8 m2 is 3800 N. If the local velocity and density
are 70 m/s and 2.5 kg/m3, respectively, what is the coefficient of lift?
L = qSCL
3800 = (1/2 x 2.5 x 702) x 8 x CL
CL = 2800 / (1/2 x 2.5 x 702 x 8)
CL = 0.07755
2. The drag experienced by a wing with an area of 9 m2 is 900 N. The flow of the air is 60
m/s and the density is 1.225 kg/m3. Compute for the drag coefficient.
D = qSCD
900 = (1/2 x 1.225 x 602) x 9 x CD
CD = 900 / (1/2 x 1.225 x 602 x 9)
CD = 0.04535
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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

3. A wing with a chord length and area of 1.2 m and 15 m2 is subjected to a flow velocity of
50 m/s. The freestream density and moment are 1.225 kg/m3 and 4200 N.m, respectively.
What is the moment coefficient?
M = qScCM
4200 = (1/2 x 1.225 x 502) x 280 x 1.2 x CM
CM = 4200 / (1/2 x 1.225 x 502 x 15 x 1.2)
CM = 0.1524

Practice Problems
Solve the following problems. Write your answers in your notebook. Show your complete
solution. Round off your final answer to 4 decimal places. Box your final answer. Submit
your work using Google Classroom, under the specific classwork.
1. The lift produced in a wing with an area of 14 m2 is 3200 N. If the local velocity and
density are 65 m/s and 1.225 kg/m3, respectively, what is the coefficient of lift?

2. The drag experienced by a wing with an area of 12 m2 is 850 N. The flow of the air is 58
m/s and the density is 1.5 kg/m3. Compute for the drag coefficient.

3. A rectangular wing with a chord length and span of 5 ft and 37 ft, respectively, is
subjected to a flow velocity of 160 ft/s. The freestream density and moment are 0.002377
slug/ft3 and 900 lb.ft, respectively. What is the moment coefficient?

Airfoil Data

Experimental airfoils were compiled over the years by NACA (National Advisory Committee
for Aeronautics) which was absorbed later on by NASA (National Aeronautics and Space
Administration). Coefficients for lift, drag and moment were symmetrically measured for
many airfoil shapes in low speed subsonic wind tunnels. These measurements were done
with constant chord airfoils and wing span that reaches the walls of the wind tunnel or wings
without wing tips. For every airfoil a pair of graphs are given which includes cl and cmc/4
versus angle of attack and cd and cmc/4 versus angle of attack.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Fig.4 – Sketch of a typical airfoil

The graph above shows that cL varies linearly with angle of attack at various values of
𝑑𝐶𝐿
angle of attack. The slope of this lift curve is designated as 𝑎𝑂 = also called lift slope or
𝑑𝑎
lift curve slope. It is important to notice that at zero angles of attack, there is still a value of
CL even when the angle of attack is zero. This is the case for asymmetrical (cambered)
airfoils, the cambered portion of these airfoils is the cause of a C L value for zero angles of
attack. The angle of attack should be calibrated to negative angles to produce zero lift. The
values of angle of attack when lift is zero is called zero lift angle of attack (a L=0). On the
contrary, symmetrical airfoils sees no value of C L for zero degrees angle of attack. For
extreme values of angle of attack, we see that the value of CL reaches a peak and then
drops down in value. The rapid decrease of lift at high angles of attack creates a stalled
condition of the airfoil. By definition, beyond the peak value of C L, an airfoil in stall can no
longer produce lift.

Fig. 5 – Comparison of lift curves for cambered and symmetrical airfoils

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Fig. 6 – Flow mechanism associated with stalling

It was discussed before that flow separation is brought about by the retardation of the
surface velocity that is slow enough to give in to the adverse pressure gradient coming in
from the trailing edge of the airfoil. At values beyond C Lmax, this adverse pressure gradient
is strong enough to generate flow separation and hence stalled condition where loss of lift
and increase in drag (due to flow separation) is experienced.

From the CL vs. AOA curve of asymmetrical airfoils, we could see that for viscous flows the
CLmax for each Reynold’s number is different. In other words, the Re exerts little to no effect
for lift curves except for the stalling region.
𝑐𝐿 = 𝑓(𝑅𝑒 )

Pressure Coefficient

Instead of plotting the pressure for their actual values, it can be plotted using a
dimensionless constant called pressure coefficient C P given by the formula:
𝑃 − 𝑃∞
𝐶𝑃 =
𝑞∞

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Fig. 7 – Distribution of pressure coefficient over the top and bottom surfaces of an NACA 0012

The graph shows a typical pressure distribution on a cambered airfoil. For the upper
surface, the pressure coefficient started out as a positive value greater that the free stream
pressure and then rapidly increase negatively followed by a steady decrease negatively
until such point in the trailing edge that it increases to a value greater than that of the free
stream pressure. The pressure on the lower surface is decreasing positively but the
magnitude of that pressure is significantly higher compared to the upper surface. This
difference in pressure distribution creates lift. From this pressure coefficient, we can
determine the coefficient of lift directly.

For computations of pressure coefficient:

1. 𝑀 ≤ 0.3
𝑃 − 𝑃∞
𝐶𝑃 =
𝑞∞

2. 0.3 < 𝑀 ≤ 0.7 PRANDT’L-GLAUERT RULE

𝐶𝑃0
𝐶𝑃 = 𝐵𝑢𝑡 𝐶𝑃0 = 𝐶𝑃 𝑓𝑟𝑜𝑚 𝑖𝑛𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑏𝑙𝑒 𝑓𝑙𝑜𝑤
2
√1 − 𝑀∞

3. 0.7 < 𝑀 ≤ 0.99

𝑃 − 𝑃∞
𝐶𝑃 = 𝐵𝑢𝑡 𝑢𝑠𝑒 𝐸𝑛𝑒𝑟𝑔𝑦 𝐸𝑞𝑢𝑎𝑡𝑖𝑜𝑛
𝑞∞

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

Fig. 8 – Plot of the Pandtl-Glauert rule for CP0 = 0.5

It is important to note that the pressure coefficient from M = 0 to M = 0.3 is reasonably

constant. For this reason, the C P0 value for the Prandt’l-Glauert Rule used the value of C P
we got from the incompressible flows. Notice that the Mach number was present in the
results of theoretical analysis because compressibility is a factor for high speed
compressible flows. This was done for compressibility corrections which modify the low
speed pressure coefficient to account for the effects of compressibility which is essential for
high subsonic Mach numbers.

Sample Problems
1. Consider an airfoil mounted in a low-speed wind tunnel. The flow velocity in the test
section is 100 ft/s, and the conditions are standard sea level. If the pressure at a point in the
airfoil is 2102 lb/ft2, what is the pressure coefficient?
q = ½v2
q = ½ x 0.002377 x 100 2 = 11.885 lb/ft2
P − P∞
CP =
q∞

2102 − 2116.8
CP =
11.885

𝑪𝑷 = −𝟏. 𝟐𝟒𝟓𝟑

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

2. The CP at a point in the airfoil when the M<0.3 is -1.8. If the Mach number is increased to
0.4, compute for the CP.
CP0
CP =
√1 − M∞2

−1.8
CP =
√1 − 0.42

𝑪𝑷 = −𝟏. 𝟗𝟔𝟒𝟎

Practice Problems
Solve the following problems. Write your answers in your notebook. Show your complete
solution. Round off your final answer to 4 decimal places. Box your final answer. Submit
your work using Google Classroom, under the specific classwork.

1. The pressure at a point in the wing of an airplane is 9.5 x 104 Pa. The airplane is flying
with a velocity of 70 m/s at an altitude where the conditions are at standard sea level.
Compute for the CP.

2. An airfoil in the test section is subjected to a flow velocity of 50 m/s and conditions are
standard sea level. A pressure at a point in the airfoil is measures 100000 Pa. If the flow
velocity is increased such that the freestream Mach number is 0.4, what is the pressure
coefficient at the same point of the airfoil?

3. An airfoil in the test section is subjected to a flow velocity of 65 m/s and conditions are
standard sea level. A pressure at a point in the airfoil is measures 95000 Pa. If the flow
velocity is increased such that the freestream Mach number is 0.42, what is the pressure
coefficient at the same point of the airfoil?

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INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 04: Airfoil Theory

TABLE OF FIGURES
Figure Reference
Airfoils, Wings, and other Aerodynamic Shapes –
1-8
(Anderson 2005). Introduction to Flight (pp. 254-274)

TABLE OF REFERENCES
No. Reference
Anderson J. (2005). Introduction to Flight (5th ed.). 1221 Avenue of the Americas, New
York, NY 10020. Retrieved from
1
https://www.academia.edu/40465060/Introduction_to_Flight_Fifth_Edition_Higher_Educati
on
Anderson J. (2011). Fundamentals of Aerodynamics (5th ed.). 1221 Avenue of the
Americas, New York, NY 10020. Retrieved from
2
https://www.academia.edu/26269624/Fundamentals_of_Aerodynamics_5th_edition_John_
D_Anderson_Jr_Charm_Quark_

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