In the 3D case,downward turning is immediately above and below the wing is stronger than in 2D case,for the same lift.This is because more rapid dying off the pressure above and below the airfoil means the vertical pressure gradient near the wing surface is stronger than in 2D case.The airfoil pressure field dies out more rapidly ahead of the airfoil and behind,which results in less upward turning of the flow in this region.So in 3D case we have more downward turning above and below the wing and less upward turning ahead and behind.Vertical extent of pressure distribution in 3D is lower than in 2D for the same chord and lift per unit span. Reducing vertical extent of pressure distribution means increase pressure gradient close to the wing surface and a reduction far from the surface.
So in short, smaller vertical extent(small pressure field) of pressure=larger pressure gradient=larger force which drives downward accelaration.
Pressure gradient=delta pressure / distance (Pa/m)
Do you see some contradictory in explanation above or everything is logically?
because,when we increase AoA,vertical extent of pressure distribution is larger so pressure gradient is smaller and downward acceleration must be also smaller,but it isnt because with AoA rise downward turning(downwash) as well.
Can someone explain in detail what happend with pressure fields,pressure gradient in relation to upwash/downwash at 2D/3D wing and when change AoA...