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Most importantly, the maximum lift-to-drag ratio is independent of the weight of the aircraft, the area of the wing, or the wing loading. It can be shown that two main drivers of maximum lift-to-drag ratio for a fixed wing aircraft are wingspan and total wetted area. One method for estimating the zero-lift drag coefficient of an aircraft is the ...
An example of an optimization proof of concept was done in 2003 by Leoviriyakit using the Boeing 747-200. [4] Using the variable list above, he optimized for only a single point – a lift coefficient of 0.42 and a speed of Mach 0.87, just above cruising.
By increasing the wing loading the average speed achieved across country can be increased to take advantage of strong thermals. With a higher wing loading, a given lift-to-drag ratio is achieved at a higher airspeed than with a lower wing loading, and this allows a faster average speed across country. The ballast can be ejected overboard when ...
The lift-to-drag ratio, or L/D ratio, is the amount of lift generated by a wing or vehicle, divided by the drag it creates by moving through the air. A higher or more favourable L/D ratio is typically one of the major goals in aircraft design; since a particular aircraft's needed lift is set by its weight, delivering that lift with lower drag ...
Like winglets, they increase the effective wing aspect ratio and diminish wingtip vortices, decreasing lift-induced drag. In testing by Boeing and NASA, they reduce drag by as much as 5.5%, compared to 3.5% to 4.5% for conventional winglets. [1] While an increase in span would be more effective than a same-length winglet, its bending moment is ...
The main advantage of the BWB is to reduce wetted area and the accompanying form drag associated with a conventional wing-body junction. It may also be given a wide airfoil-shaped body, allowing the entire craft to generate lift and thus reducing the size and drag of the wings. The BWB configuration is used for both aircraft and underwater gliders.
Boeing received a $3.9-billion contract in July 2018 to build two 747-8 aircraft for use as Air Force One, set for delivery by December 2024. ... Boeing received a $3.9-billion contract in July ...
The natural outcome of this requirement is a wing design that is thin and wide, which has a low thickness-to-chord ratio. At lower speeds, undesirable parasitic drag is largely a function of the total surface area , which suggests using a wing with minimum chord, leading to the high aspect ratios seen on light aircraft and regional airliners .