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Electric fan car with 1,000hp, makes 2 tons of downforce at 0 mph.

Here's my bio:

5'7" narcissistic balding spic who is in relatively good shape, looking to gaslight the shit out of some 5 or 6, and blame her for all my problems in as toxic a manner as possible. Decent paying job but still lives at home to save money, I ain't spending shit on you bitch, I'm in it to scam you out of your savings. You will have to fund my lifestyle, and cars aren't cheap. Sex game is weak, take it or leave it.

What do you think?

In order to understand fluid dynamics, I felt it would be helpful to share how air behaves under different circumstances. This will be a multi-part series, where I describe air and why it flows the way it does. I will try to keep things simple and easy to understand, with little to no math. Any equations I present will be explained in simple terms that are intuitive.

Air is capable of creating incredible forces, it keeps planes up in the air, it can crush steel drums, it keeps water as a liquid, how is this possible? This is because air has mass, at sea level the pressure is nearly constant and there is a pressure of ~14.7 pounds over every square inch of area. This pressure is pressing on all objects from all sides, as above so below the saying goes. It is this fact that we use and exploit in order to create aerodynamic forces. Air wants to fill everything with itself, and whenever something moves through the air, the physical object removes air for a split second, and as a result air will try to fill that displacement. This is true of fluids in general.

You may have heard the term "nature abhors a vacuum" this is especially true of air. It is the motion of air attempting to fill that vacuum that creates aerodynamic forces. Then following this logic, air moves as a result of the difference in pressure, the default atmospheric pressure, or what is known as "static pressure" will move towards anything that is less than this standard pressure.

Where it starts to get complicated is the path the air takes to fill that difference in pressure. Logic would tell you that the most efficient path between two points is a straight line, so naturally you would think that air follows the path of least resistance, I.E. a straight line. However this is not the case, air rarely if ever flows in a smooth straight line except under the most carefully controlled conditions. By and large, air takes a curved path, that is its preferred path of motion, why does air do this?

The primary reason is that air has mass, and as a result it is subject to inertial and viscous forces. Thus we have the Reynolds number, which accounts for the inertial and viscous forces in a packet of air and serves as a rough estimate of when a flow becomes turbulent. The Reynolds number is estimated as the density of the fluid times the velocity, times the distance the fluid covers, over the viscosity of the fluid. The smaller the Reynolds number the more likely the flow is to be laminar, linear and smooth. Inversely, the greater the Reynolds number the more likely it is to be turbulent and chaotic.

This means that increasing the size of the air packet, or parcel, increasing the velocity of the flow, or its density will give you a greater reynolds number, in other words a flow more likely to be turbulent and chaotic. Inversely the greater the viscosity of air, the lower the reynolds number. Interestingly, the viscosity of air increases with temperature, and its density decreases. Thus temperature has a big influence in the tendency of air to become chaotic and turbulent, however this relationship is not linear.

Another reason why air likes to take curved paths is a result of the speed air moves at, this is because as mentioned previously air has mass, as a mass of air moves, it displaces air, and as a result lowers the static or default pressure of a given volume. Bernouli tried to capture this in his famous equation. As a result of moving or displaced air in a given volume the surrounding air will move to fill that slightly lower pressure from all sides. The easiest way for something to surround something from all sides is a sphere. However, if the air keeps moving, the leading part of the displaced air will have higher pressure as it butts or collides with the standard or static pressure, and a lower pressure on the trailing side. Thus, the tendency of air to fill that low pressure will be curved.

In the next part, I'll cover more advanced aspects of airflow, including why vortexes happen, thank you for your time.

Is it supposed to signal they're ready to eat a burrito? Do they think guys like retarded chicks usually if you can't close your mouth it's because you're retarded.

Or are they showing off the work their dentist did?

Very interesting study that shows that using a winglet on the pressure side of a rotor cascade improves rotor performance, particularly by extending the stall point. In other words, the pressure side winglet creates a higher pressure ratio at a lower rotor speed. This is achieved while having a negligible impact on drag.

"On the contrary, the
pressure-side winglet greatly improves the stall margin and
introduces only a very small penalty in efficiency. At peak efficiency point, there is an efficiency reduction of about 0.27%.
The predicted penalty in rotor isentropic efficiency is due to
the additional surface offered by tip winglet which increases
the additional skin friction loss. Moreover, the pressure-side
winglet causes a slightly higher pressure ratio near the stall
point relative to the reference case..."

"By applying pressure-side winglet, the stall range predicted
by the present work is extended by 33.74%. This shows a significant improvement in the stall range of the compressor
rotor."

This is highlighted in this image.
https://files.catbox.moe/37sing.png

The study further goes on to say

"In the condition with the suction-side winglet
applied, the shock wave/tip leakage vortex interaction is being
intensified which leads to a stronger change in the tip leakage
vortex structure. It is found that the tip leakage twists seriously
and a spiral type breakdown seems to occur at the middle of
the rotor passage. In the case with pressure-side winglet, the
tip leakage vortex trajectory is more inclined in the streamwise
direction. In addition, the distance from the first tip leakage
vortex appearance at the suction surface to the intersection
with the shock is longer than the corresponding distance in
baseline tip case. With the longer distance, the low momentum
core fluid is reenergized as tip leakage vortex mixing with main
flow."

https://files.catbox.moe/k2fytu.png


Not complete proof but evidence that pressure side winglets extend the stall range in a wing cascade, this would be useful in something like a current generation Formula 1 car that uses floor fences in a cascade arrangement. The regulations allow the use of the pressure side winglets as there is a 50mm fillet radius that is allowed on these cascades.


https://files.catbox.moe/ce7igv.jpg

https://www.fia.com/sites/default/files/fia_2023_formula_1_technical_regulations_-_issue_1_-_2022-06-29.pdf

3.5.2 subsection d states
"Once each Floor Fence has been fully defined it is permitted to apply a Fillet at the
boundary between it and the Floor Body, having radius of curvature no greater than
50mm. Such a Fillet would then be considered part of the associated Floor Fence."

As far as I can tell, this means that you can apply a fillet once the floor fence is within the bounds of the actual floor, it makes no mention if the fillet can be applied at the top or bottom of the floor fence.

This text has a strange power.