And it's insidious--until the peak is reached and flow separation occurs, the lift curve
may be quite normal--don't expect to feel any buffet as you get close to aerodynamic stall--no stall warning horn, either.
In post stall region XFOIL code better predicts a lift curve until the angle of attack is 14[degrees], but later XFOIL code overpredicts and RFOIL code underpredicts the tests.
The RFOIL code calculated maximum lift and lift curve form even in post stall region conform very well.
At this Reynolds number in free laminar-turbulent transition a lift curve obtained by experimental methods is between RFOIL and XFOIL codes till zero angle of attack.
The degree of stability of the lift curve near the critical angle of attack (lift-curve peak form) is known to be the function of the leading edge radius as discussed in the reference .
In order to accomplish this, the following output variables are studied: The lift curve slope (m = [dC.
Displacement in the lift curve (zero lift angle of attack increase) is mainly caused by the chord line orientation and by the maximum camber difference.
The RFOIL code better predicts the lift curve in the post stall region.
The code RFOIL predicts very well the maximum lift and lift curve form even in poststall region.
The resulting yaw brings the left wing forward, decreasing [alpha] and thus bringing it back to the front side of the coefficient of lift curve
and increasing lift.
The lift curve
diagrams show that the wing's lift increases as the AOA also increases until the airflow over the upper surface of the airfoil is disrupted, and the wing's lift is destroyed.
While steeper lift curves
are a good thing, they are no substitute for alignment.