The Aeroplane Speaks. Fifth Edition

From a rigging point of view, one must presume that every standard aeroplane has its lifting surface set at the most efficient angle, and the practical application of all this is in taking the greatest possible care to rig the surface at the correct angle and to maintain it at such angle. Any deviation will adversely affect the lift-drift ratio, i.e., the efficiency. 3. Camber.--(Refer to the second illustration in this chapter.) The lifting surfaces are cambered, i.e., curved, in order to decrease the horizontal component of the reaction, i.e., the drift. The bottom camber: If the bottom of the surface was flat, every particle of air meeting it would do so with a shock, and such shock would produce a very considerable horizontal reaction or drift. By curving it such shock is diminished, and the curve should be such as to produce a uniform (not necessarily constant) acceleration and compression of the air from the leading edge to the trailing edge. Any unevenness in the acceleration and compression of the air produces drift. The top camber: If this was flat it would produce a rarefied area of irregular shape. I have already explained the bad effect this has upon the lift-drift ratio. The top surface is then curved to produce a rarefied area the shape of which shall be as stream-line and free from attendant eddies as possible. The camber varies with the angle of incidence, the velocity, and the thickness of the surface. Generally speaking, the greater the velocity, the less the camber and angle of incidence. With infinite velocity the surface would be set at no angle of incidence (the neutral lift line coincident with the direction of motion relative to the air), and would be, top and bottom, of pure stream-line form--i.e., of infinite fineness. This is, of course, carrying theory to absurdity as the surface would then cease to exist.