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An airfoil (British spelling: aerofoil) is the cross-sectional profile of a lifting surface, such as a wing or blade. Its chord is the straight segment from leading edge to trailing edge, with length $c$; its mean camber line runs midway between its upper and lower surfaces, and its thickness measures their separation. Camber is the departure of that mean line from the chord. The angle of attack describes the profile's orientation relative to the incoming flow. These independent choices let a designer alter the distribution of pressure, lift and drag, rather than simply enlarging the surface. ^[ref]

The distinction between an airfoil and a finite wing matters. A two-dimensional section model assumes no variation along span and predicts lift per unit span $L^{\prime }$. A wing of span $b$ has a spanwise distribution $L^{\prime }(z)$ and total lift $L={\int }_{-b/2}^{b/2}{L}^{\prime }(z)dz$. Its tip flow and trailing vortices generate a downward induced velocity, called downwash, which changes the local flow seen by the sections. Thus one cannot generally multiply the isolated two-dimensional $L^{\prime }$ by $b$. The wing aspect ratio $b^2/S$ measures its span relative to its reference area and helps characterize these three-dimensional effects. ^[ref]

For a thin section with small camber slopes and small angle of attack, thin airfoil theory predictswhere both angles are in radians and ${\alpha }_{L=0}$ is the zero-lift angle of attack. The model assumes two-dimensional, steady flow, incompressible flow, inviscid flow, an attached outer flow, and smooth departure at a sharp trailing edge (the Kutta condition). This last condition selects the circulation used by the Kutta–Joukowski theorem; with counterclockwise circulation $\Gamma$ positive and ${\mathbf{U}}_{\infty }=U_{\infty }{\mathbf{e}}_x$, that theorem gives $L^{\prime }=-{\rho }_{\infty }{U}_{\infty }\Gamma$ for positive lift towards $+{\mathbf{e}}_y$. The beauty is that a detailed velocity field collapses to a simple force law, while the geometry enters through ${\alpha }_{L=0}$. ^{[ref] [ref]}

A symmetric airfoil has ${\alpha }_{L=0}=0$ in this model: at $\alpha =4{}^{\circ }=\pi /45$ the predicted lift coefficient is $c_l\simeq 0.439$, and reversing $\alpha$ reverses lift. A stipulated cambered section with ${\alpha }_{L=0}=-2{}^{\circ }$ instead predicts $c_l\simeq 0.219$ at zero angle of attack. These are ideal calculations, not measurements or guarantees for a particular profile. Air parcels on the upper and lower surfaces have no obligation to arrive together at the trailing edge; the pressure and velocity field must satisfy the flow problem. A symmetric lifting section already makes an unequal-path-length explanation inadequate. ^[ref]

Real airfoils have a viscous boundary layer, even when inviscid flow approximates the outer motion. At sufficiently demanding incidence, flow separation can become extensive and the lift coefficient departs from its approximately linear law, reaches a maximum and may fall: this is aerodynamic stall. Lift does not generally vanish at aerodynamic stall. The onset depends on profile, Reynolds number, surface condition and motion history; $2\pi (\alpha -{\alpha }_{L=0})$ predicts neither a universal stall angle nor post-stall behavior. The pressure/balance experiment in lift makes this limit observable by measuring changes in the surface pressure distribution alongside the total force. ^[ref]

A small-disturbance, two-dimensional potential flow model for a thin airfoil, using surface tangency and smooth flow departure at its trailing edge to determine circulation. Its lift coefficient slope is $2\pi$ per radian, with camber shifting the zero-lift angle of attack. See airfoil for assumptions, examples and the aerodynamic stall limit.