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In both cases the lift vector is the same (as seen by an observer on the ground), but in the latter the vertical axis of the aircraft points downwards, making the lift vector's sign negative. In turning flight the load factor is normally greater than +1. For example, in a turn with a 60° angle of bank the load factor is +2. Again, if the same ...
Wing loading is a useful measure of the stalling speed of an aircraft. Wings generate lift owing to the motion of air around the wing. Larger wings move more air, so an aircraft with a large wing area relative to its mass (i.e., low wing loading) will have a lower stalling speed.
The lifting capacity of an aircraft depends on the wing size and its "loading", the weight per unit area that the wing can support. Loading is more or less constant for a given level of technology. Thus, as aircraft size increases the lifting capacity increases with the surface area.
The US Federal Aviation Administration defines a large aircraft as any aircraft with a certificated maximum takeoff weight (MTOW) of more than 12,500 lb (5,700 kg) [1] The European Aviation Safety Agency (EASA) defines a large aircraft as either "an aeroplane with a maximum take-off mass of more than 12,566.35 pounds (5,700.00 kilograms) or a ...
The CL-1201 design project studied a nuclear-powered aircraft of extreme size, with a wingspan of 1,120 feet (340 m). [4] Had it been built, it would have had the largest wingspan of any airplane to date, [5] and more than three times that of any aircraft of the 20th century.
A lifting body is a foil or a complete foil-bearing body such as a fixed-wing aircraft. C L is a function of the angle of the body to the flow, its Reynolds number and its Mach number. The section lift coefficient c l refers to the dynamic lift characteristics of a two-dimensional foil section, with the reference area replaced by the foil chord ...
Dynamic lift in past airships has been about 10% of the static lift. Dynamic lift allows an airship to "take off heavy" from a runway similar to fixed-wing and rotary-wing aircraft. This requires additional weight in engines, fuel, and landing gear, negating some of the static lift capacity.
The Oswald efficiency, similar to the span efficiency, is a correction factor that represents the change in drag with lift of a three-dimensional wing or airplane, as compared with an ideal wing having the same aspect ratio and an elliptical lift distribution. [1]