Aerodynamics of Gliding Flight of a Black Vulture Coragyps Atratus

1970 ◽  
Vol 53 (2) ◽  
pp. 363-374 ◽  
Author(s):  
G. CHRISTIAN PARROTT
Keyword(s):  
Wind Tunnel ◽  
Wing Area ◽  
Drag Coefficients ◽  
Wing Span ◽  
Drag Forces ◽  
Gliding Flight ◽  
Black Vulture ◽  
Air Speed

1. A black vulture (mass = 1.79 kg) gliding freely in a wind tunnel adjusted its wing span and wing area as its air speed and glide angle changed from 9.9 to 16.8 m/s and from 4.8° to 7.9°, respectively. 2. The minimum sinking speed was 1.09 m/s at an air speed of 11.3 m/s. 3. The maximum ratio of lift to drag forces was 11.6 at an air speed of 13.9 m/s. 4. Parasite drag coefficients for the vulture are similar to those for conventional airfoils and do not support the contention that black vultures have unusually low values of parasite drag.

AERODYNAMICS OF GLIDING FLIGHT IN A HARRIS' HAWK, PARABUTEO UNICINCTUS

1990 ◽  
Vol 149 (1) ◽  
pp. 469-489 ◽  
Author(s):  
VANCE A. TUCKER ◽  
CARLTON HEINE
Keyword(s):  
Wind Tunnel ◽  
Lift Coefficient ◽  
Drag Coefficients ◽  
Polar Curve ◽  
Wing Span ◽  
Gliding Flight ◽  
Black Vulture ◽  
Polar Area ◽  
Air Speed ◽  
Parabuteo Unicinctus

1. A Harris' hawk with a mass of 0.702 kg and a maximum wing span of 1.02 m glided freely in a wind tunnel at air speeds between 6.1 and 16.2ms−1. The glide angle varied from 8.5% at the slowest speed to a minimum of 5% at speeds between 8.0 and 14.7 ms−1. The maximum ratio of lift to drag was 10.9 and the minimum sinking speed was 0.81ms−1 2. Wing span decreased when either air speed or glide angle increased. Wing area was a parabolic function of wing span 3. Lift and profile drag coefficients of the wings fell in a polar area similar to that for a laggar falcon (Falco jugger) and a black vulture (Coragyps atratus). A single polar curve relating lift coefficients to minimum profile drag coefficients can predict the maximum gliding performance of all three birds when used with a mathematical model for gliding flight 4. The parasite drag values that have been used with the model are probably too high. Thus, the profile drag coefficients determined from the polar curve mentioned above are too low, and the predicted wing spans for gliding at maximum performance are too large. The predicted curve for maximum gliding performance is relatively unaffected 5. The maximum lift coefficient for the Harris' hawk in the wind tunnel was 1.6. This value is probably less than the maximum attainable, since the hawk's wings never appeared to stall. The best estimate of the minimum profile drag coefficient is 0.026 at a lift coefficient of 0.60.

Aerodynamics of Gliding Flight in a Falcon and Other Birds

1970 ◽  
Vol 52 (2) ◽  
pp. 345-367 ◽  
Author(s):  
VANCE A. TUCKER ◽  
G. CHRISTIAN PARROTT
Keyword(s):  
Wind Tunnel ◽  
High Performance ◽  
Lift Coefficient ◽  
Aerodynamic Characteristics ◽  
Wing Span ◽  
Technical Errors ◽  
Gliding Flight ◽  
Air Speed ◽  
D Values ◽  
D Value

1. A live laggar falcon (Falco jugger) glided in a wind tunnel at speeds between 6.6 and 15.9 m./sec. The bird had a maximum lift to drag ratio (L/D) of 10 at a speed of 12.5 m./sec. As the falcon increased its air speed at a given glide angle, it reduced its wing span, wing area and lift coefficient. 2. A model aircraft with about the same wingspan as the falcon had a maximum L/D value of 10. 3. Published measurements of the aerodynamic characteristics of gliding birds are summarized by presenting them in a diagram showing air speed, sinking speed and L/D values. Data for a high-performance sailplane are included. The soaring birds had maximum L/D values near 10, or about one quarter that of the sailplane. The birds glided more slowly than the sailplane and had about the same sinking speed. 4. The ‘equivalent parasite area’ method used by aircraft designers to estimate parasite drag was modified for use with gliding birds, and empirical data are presented to provide a means of predicting the gliding performance of a bird in the absence of wind-tunnel tests. 5. The birds in this study had conventional values for parasite drag. Technical errors seem responsible for published claims of unusually low parasite drag values in a vulture. 6. The falcon adjusted its wing span in flight to achieve nearly the maximum possible L/D value over its range of gliding speeds. 7. The maximum terminal speed of the falcon in a vertical dive is estimated to be 100 m./sec.

Soaring and Gliding Flight of the Black Vulture

1958 ◽  
Vol 35 (2) ◽  
pp. 280-285
Author(s):  
B. G. NEWMAN
Keyword(s):  
Flow Separation ◽  
Angle Of Attack ◽  
High Angle ◽  
High Angle Of Attack ◽  
Wing Area ◽  
Wing Span ◽  
Gliding Flight ◽  
Black Vulture ◽  
Wing Geometry

1. The soaring and gliding performance of the black vulture has been analysed and the following conclusions are drawn. 2. The wing span of the bird is altered in flight so that it may perform two tasks efficiently. First, that it may soar in rising currents of air for which a low sinking speed and thus a large wing span are required. Secondly, that it may penetrate into wind without undue loss of height for which a reduced wing area is desirable. Adjustment of the wing geometry towards the optimum soaring configuration is achieved by bending forward and opening the primary tip feathers. 3. Since the airflow readily separates from the flat primary feathers at high angle of attack, these feathers, which are emarginated, are parted to form slots. The alula also presumably assists in delaying the flow separation over the primaries. 4. It is unlikely that the opening of the primaries reduces the vortex drag.

scholarly journals Gliding Birds: The Effect of Variable Wing Span

1987 ◽  
Vol 133 (1) ◽  
pp. 33-58 ◽  
Author(s):  
VANCE A. TUCKER
Keyword(s):  
Reynolds Number ◽  
Wind Tunnel ◽  
Lift Coefficient ◽  
Polar Curve ◽  
Wing Span ◽  
Induced Drag ◽  
Black Vulture ◽  
Polar Area ◽  
Air Speed ◽  
Performance Area

The equilibrium gliding performance of a bird is described by the relationship between sinking speed (V8) and air speed (V). When V9 is plotted against V, the points fall in a ‘performance area’ because the wing span is changed during gliding. The lowest V3 for each V in the performance area defines a ‘maximum performance curve’. This curve can be predicted by a mathematical model that changes the wing span, area and profile drag coefficient (CD, pr) of a hypothetical bird to minimize drag. The model can be evaluated for a particular species given (a) a linear function relating wing area to wing span, and (b) a ‘polar curve’ that relates CDpr and the lift coefficient (CL) of the wings. For rigid wings, a single polar curve relates CDpr to CL values at a given Reynolds number. The position and shape of the polar curve depend on the aerofoil section of the wing and the Reynolds number. In contrast, the adjustable wings of a laggar falcon (Falco jugger) and a black vulture (Coragyps atratus) gliding in a wind tunnel have CL, and CD,pr values that fall in a ‘polar area’ rather than on a curve. The minimum values of CD,pr at each CL bound the polar area and define a polar curve that is suitable for evaluating the model. Although the falcon and the vulture have wings that are markedly different in appearance, the data for either bird are enclosed by the same polar area, and fitted by the same polar curve for minimum CD,pr at each CL value. This curve is a composite of the polar curves for rigid wings with aerofoils similar to those found in avian wings. These observations suggest that the polar curves of other gliding birds may be similar to that of the falcon and the vulture. Other polar curves are defined by CL and CD,pr values for the falcon and the vulture gliding at a constant speed but at different glide angles. Each speed has a different polar curve; but for a given speed, the same polar curve fits the data foreither bird. The falcon and the vulture gliding in the wind tunnel at a given speed were found to increase their drag by decreasing their wing span. This change increases induced drag and probably increases CD,pr for the inner parts of the wing because of an unusual property of bird-like aerofoil sections: wings with such sections have minimum values of CDpr at CL values near 1, while conventional wings have minimum values of CD,Pr at CL values near 0.

Gliding Flight of the Andean Condor in Nature

1973 ◽  
Vol 58 (1) ◽  
pp. 225-237
Author(s):  
JERRY McGAHAN
Keyword(s):  
Drag Coefficient ◽  
Field Data ◽  
Lift Coefficient ◽  
Vertical Component ◽  
Induced Drag ◽  
Gliding Flight ◽  
Black Vulture ◽  
Air Speed ◽  
Andean Condor ◽  
Turkey Vultures

1. Derived in a vector analysis with measurements of wind velocity and ground velocity of the bird, the following mean air speeds were obtained for birds crossing a Peruvian beach: 15 m/sec for 15 gliding Andean condors, 14 m/sec for 42 condors that flapped during the crossing, and 10 m/sec for five turkey vultures that flapped. For the 15 gliding condors a mean lift coefficient of 0.7 and a mean induced drag force of 3 N were computed. 2. Implausibly low values derived for parasite drag coefficient of the condor appeared to be due to (a) unmeasured forces of deceleration and (b) an undetected vertical component of the wind at the level of the flight path. Field data, adjusted by introducing a coefficient of parasite drag determined for the black vulture in a windtunnel study provided corrected estimates of drag. I secured an adjusted value of 14 for the L/D ratio of a condor gliding with wings fully extended. 3. A moderate flexion of the wings reducing the span by 20% is estimated to increase the optimum air speed from 13.9 to 15.2 m/sec for an adult male condor and from 12.6 to 13.8 m/sec for an adult female.

Gliding Flight of the Fulmar Petrel

1960 ◽  
Vol 37 (2) ◽  
pp. 330-338 ◽  
Author(s):  
C. J. PENNYCUICK
Keyword(s):  
Drag Coefficient ◽  
Power Output ◽  
Lift Coefficient ◽  
Wing Area ◽  
Drag Coefficients ◽  
Minimum Drag ◽  
Gliding Flight ◽  
Lift And Drag

1. The basis used for estimating lift and drag coefficients is explained. A method of obtaining a photograph of a bird flying at known airspeed and rate of sink is described. 2. 96% of the speed measurements fall between 22 and 65 ft./sec., the average being 40 ft./sec. 3. A maximum lift coefficient of 1.8 can be achieved. Wing area is reduced with increasing speed. 4. The feet are used as airbrakes. 5. A comparison of the minimum drag coefficient (0.06) with the maximum estimated power output of the pectoral muscles leaves only a narrow margin of power available for climbing. 6. The performance diagram gives a minimum gliding angle of 1 in 8½, and a minimum sinking speed of just under 4 ft./sec. 7. The fulmar has apparently sacrificed the ability to soar dynamically over the sea in order to be able to fly slowly and thus utilize light upcurrents at cliff faces.

scholarly journals Wingbeat frequency and the body drag anomaly: wind-tunnel observations on a thrush nightingale (Luscinia luscinia) and a teal (Anas crecca)

1996 ◽  
Vol 199 (12) ◽  
pp. 2757-2765 ◽  
Author(s):  
C J Pennycuick ◽  
M Klaassen ◽  
A Kvist ◽  
Å Lindström
Keyword(s):  
Wind Tunnel ◽  
The Body ◽  
Wingbeat Frequency ◽  
Cross Sectional ◽  
Number Range ◽  
Drag Coefficients ◽  
Anas Crecca ◽  
Body Drag ◽  
Air Speed ◽  
Thrush Nightingale

A teal (Anas crecca) and a thrush nightingale (Luscinia luscinia) were trained to fly in the Lund wind tunnel for periods of up to 3 and 16 h respectively. Both birds flew in steady flapping flight, with such regularity that their wingbeat frequencies could be determined by viewing them through a shutter stroboscope. When flying at a constant air speed, the teal's wingbeat frequency varied with the 0.364 power of the body mass and the thrush nightingale's varied with the 0.430 power. Both exponents differed from zero, but neither differed from the predicted value (0.5) at the 1 % level of significance. The teal continued to flap steadily as the tunnel tilt angle was varied from -1 ° (climb) to +6 ° (descent), while the wingbeat frequency declined progressively by about 11 %. In both birds, the plot of wingbeat frequency against air speed in level flight was U-shaped, with small but statistically significant curvature. We identified the minima of these curves with the minimum power speed (Vmp) and found that the values predicted for Vmp, using previously published default values for the required variables, were only about two-thirds of the observed minimum-frequency speeds. The discrepancy could be resolved if the body drag coefficients (CDb) of both birds were near 0.08, rather than near 0.40 as previously assumed. The previously published high values for body drag coefficients were derived from wind-tunnel measurements on frozen bird bodies, from which the wings had been removed, and had long been regarded as anomalous, as values below 0.01 are given in the engineering literature for streamlined bodies. We suggest that birds of any size that have well-streamlined bodies can achieve minimum body drag coefficients of around 0.05 if the feet can be fully retracted under the flank feathers. In such birds, field observations of flight speeds may need to be reinterpreted in the light of higher estimates of Vmp. Estimates of the effective lift:drag ratio and range can also be revised upwards. Birds that have large feet or trailing legs may have higher body drag coefficients. The original estimates of around CDb=0.4 could be correct for species, such as pelicans and large herons, that also have prominent heads. We see no evidence for any progressive reduction of body drag coefficient in the Reynolds number range covered by our experiments, that is 21 600­215 000 on the basis of body cross-sectional diameter.

Gliding flight: drag and torque of a hawk and a falcon with straight and turned heads, and a lower value for the parasite drag coefficient

2000 ◽  
Vol 203 (24) ◽  
pp. 3733-3744 ◽  
Author(s):  
V.A. Tucker
Keyword(s):  
Wind Tunnel ◽  
Mathematical Models ◽  
Drag Coefficient ◽  
High Speed ◽  
Aerodynamic Drag ◽  
The Body ◽  
Head Turning ◽  
Drag Coefficients ◽  
Spiral Path ◽  
Gliding Flight

Raptors - falcons, hawks and eagles in this study - such as peregrine falcons (Falco peregrinus) that attack distant prey from high-speed dives face a paradox. Anatomical and behavioral measurements show that raptors of many species must turn their heads approximately 40 degrees to one side to see the prey straight ahead with maximum visual acuity, yet turning the head would presumably slow their diving speed by increasing aerodynamic drag. This paper investigates the aerodynamic drag part of this paradox by measuring the drag and torque on wingless model bodies of a peregrine falcon and a red-tailed hawk (Buteo jamaicensis) with straight and turned heads in a wind tunnel at a speed of 11.7 m s(−)(1). With a turned head, drag increased more than 50 %, and torque developed that tended to yaw the model towards the direction in which the head pointed. Mathematical models for the drag required to prevent yawing showed that the total drag could plausibly more than double with head-turning. Thus, the presumption about increased drag in the paradox is correct. The relationships between drag, head angle and torque developed here are prerequisites to the explanation of how a raptor could avoid the paradox by holding its head straight and flying along a spiral path that keeps its line of sight for maximum acuity pointed sideways at the prey. Although the spiral path to the prey is longer than the straight path, the raptor's higher speed can theoretically compensate for the difference in distances; and wild peregrines do indeed approach prey by flying along curved paths that resemble spirals. In addition to providing data that explain the paradox, this paper reports the lowest drag coefficients yet measured for raptor bodies (0.11 for the peregrine and 0.12 for the red-tailed hawk) when the body models with straight heads were set to pitch and yaw angles for minimum drag. These values are markedly lower than value of the parasite drag coefficient (C(D,par)) of 0.18 previously used for calculating the gliding performance of a peregrine. The accuracy with which drag coefficients measured on wingless bird bodies in a wind tunnel represent the C(D,par) of a living bird is unknown. Another method for determining C(D,par) selects values that improve the fit between speeds predicted by mathematical models and those observed in living birds. This method yields lower values for C(D,par) (0.05-0.07) than wind tunnel measurements, and the present study suggests a value of 0.1 for raptors as a compromise.

A Wind-Tunnel Study of Gliding Flight in the Pigeon Columba Livia

1968 ◽  
Vol 49 (3) ◽  
pp. 509-526 ◽  
Author(s):  
C. J. PENNYCUICK
Keyword(s):  
Wind Tunnel ◽  
Columba Livia ◽  
Wing Area ◽  
Total Drag ◽  
Induced Drag ◽  
Wing Profile ◽  
Gliding Flight ◽  
Lift And Drag ◽  
Wind Tunnel Study ◽  
Drag Ratio

1. A technique for training pigeons to fly in a tilting wind tunnel is described, and a method of determining lift and drag in gliding flight is explained. 2. Drag measurements were made on wingless bodies and preserved feet in supplementary experiments. The results were used to analyse the measured total drag of live pigeons into (a) body drag, (b) foot drag, (c) induced drag, and (d) wing profile drag. 3. As speed is increased, gliding pigeons drastically reduce their wing span, wing area and aspect ratio. The increased induced drag resulting from this is more than offset by a very large reduction in wing profile drag. 4. Although the lift: drag ratio is at best 5.5-6.0, changes of wing area and shape keep it near its maximum, up to speeds at least twice the minimum gliding speed.

Experimental and Numerical Aerodynamic Analysis of a Passenger Car: Influence of the Blockage Ratio on Drag Coefficient

2015 ◽  
Vol 137 (8) ◽  
Author(s):  
Armagan Altinisik ◽  
Emre Kutukceken ◽  
Habib Umur
Keyword(s):  
Wind Tunnel ◽  
Three Dimensional ◽  
Experimental Results ◽  
Scale Model ◽  
Passenger Car ◽  
Drag Coefficients ◽  
Drag Forces ◽  
Pressure Distributions ◽  
Numerical Studies ◽  
Blockage Correction

Experimental and numerical investigations were performed to determine the pressure distributions and the drag forces on a passenger car model. Experiments were carried out with 1/5th scale model FIAT Linea for 20% and ~ 1% blockage ratios in the Uludag University Wind Tunnel (UURT) and in the Ankara Wind Tunnel (ART), respectively. Computational fluid dynamics (CFD) analysis for 1/5th scale model with 0%, 5%, and 20% blockage ratios was performed to validate various blockage correction methods supplementary to the experimental results. Three-dimensional, incompressible, and steady governing equations were solved by STAR-CCM+ code with realizable k–ε two-layer turbulence model. The calculated drag coefficients were in good agreement with the experimental results within 6%. Pressure coefficients on the model surfaces have shown similar trends in the experimental and numerical studies. Some of the existing blockage correction methods were successfully compared in this study and predicted drag coefficients were within ± 5%. The authors propose the continuity and the Sykes blockage correction methods for passenger car models because they are very simple and practical and they can be used economically for engineering applications.

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